Gašper Žemva The Vesterbro Project

The Vesterbro Project

Gašper Žemva, AD10 - URB 9, June 2009

1 Gašper Žemva The Vesterbro Project

Contents Acknowledgments

03 Introduction There are many people to whom I have to thank for their help in writing this Thesis. I should begin by thanking my 04 Development of Aalborg friend Lars with whom I shared the ‘‘Tower office’’ and Peter Bro who was my supervisor during the writing of it. I am 06 Strategies of Development also grateful to Bo Vagnby from the Institute for Community Development and Planning at Aalborg University, Hans Kiib 10 Introduction to Vesterbro from the Department of Architecture and Design and Hanne Myrup from the Municipality of Aalborg who gave me plenty 11 History of Vesterbro of helpful information. Finally, I would like to say a special thank you to my family, who helped me in too many ways 12 Theoretical Framework to mention.

16 Analysis of Vesterbro

30 Problem Definition

30 Proposal

40 Conclusion

41 Appendix

50 References

2.1 The bull sculpture on Vesterbro

2 Gašper Žemva The Vesterbro Project

Summary Introduction

This Thesis Project deals with the street of Vesterbro in The theme of the Thesis project will be based in the Danish the Danish city of Aalborg. The street is one of the most city of Aalborg. important ones in the city because it links the city centre to an important southbound road and one of the two northbound The city of Aalborg is, with 160.00 inhabitants, the fourth bridges across the Limfjord. The problem is that the street largest city in Denmark (http://www.aalborgkommune. accommodates large amounts of motor traffic and this makes dk/Borgerportal/Engelsk/About+our+city/default.htm, some sections of the street unattractive for pedestrians. 10.02.2009). The report tries to see wether such a condition is favourable In its more than 1000 year history the city has experienced for the city by examining the city’s former and current urban continuos growth in population, urban development and development strategies. infrastructure. Vesterbro’s functioning concept is modernistic and this means that in some areas this concept competes for space with the The city is accessed by roads from all sides. One of these city’s new ‘‘knowledge and culture’’ urban design concept. roads has a more important role then the others. Its name It is not the aim of the project to eliminate the modernist is Vesterbro and it is part of the corridor which connects functioning of Vesterbro. It is making it coexist with the new Aalborg to the biggest urban centres of Denmark. Additionally city development stratey. it provides an important access point to the Limfjord bridge Because the street has is a vital for the city’s traffic behaviour, which spans the Limfjord which cuts Aalborg municipality creating a more pedestrian friendly environment - which is in half. important for the new city design concept - is not an easy At first glance the street is well equipped for handling motor task. Any attempt to widen pedestrian spaces could result traffic but is less inviting for pedestrians. One of the signs of in a collapsing traffic environment on some sections of this is that the street supports many car lanes but sidewalks Vesterbro. are at some point only about one meter wide. Being such an However there is an option that has probably not been important street it might be good if it was more attractive to tested before: the street could be designed in such a way other users besides motorists. to accommodate more cars in times of rush hour traffic and allow for leisurely walking when there are not that many cars The report will try to examine why has Vesterbro been around. This type of traffic organization would be enforced developed into its current state by considering strategies with the use of retractable bollards. which guided the growth of the city and its history. Then an The report ends with the conclusion that reconstructing a analysis will consider if the street really is more inviting to part of Vesterbro with ‘flexible sidewalks’ would be in the car users then pedestrian users. interest of the current city design strategy and the citizens Furthermore the analysis, combined with the city-development of Aalborg who walk on this street. With traffic calculations strategies and the theories underlying them, should allow us presented in the final part of the report, it can be noted, that to decide whether a more inviting street for pedestrians would the altered design of Vesterbro would not make the street’s benefit the city or not. If it is concluded that a more pedestrian motor traffic grind to a halt. friendly street would be beneficial to the city, then the report will try to influence such development by suggesting a design solution for Vesterbro.

3.1 Aalborg on the farther side of the Limfjord. The bridge - Limfjordbroen connects Noeresundby and Aalborg

3 Gašper Žemva The Vesterbro Project

The Development of Aalborg

In order to understand the street of Vesterbro, we first need Many towns were established on areas where there had to see how it fits into its context. Its context would be the city to occur a change in transport methods. Aalborg was no of Aalborg. A geographical and historical mapping of Aalborg exception. The Limfjord presented a line where cargo and will follow. passengers had do change their method of transportation. To cross the fjord they had to embark on a ferry. There is Geography the point where the settlement of Aalborg was founded in Aalborg Aalborg is situated in the northernmost region of Denmark. the 12.th century (Vagnby, 2009). In the 14.th century it It is placed on the southern part of the Limfjord - the biggest received city rights (http://www.aalborg.dk/Engelsk/default. Danish fjord, that cuts the peninsula of Jutland into two aspx?ctrl=1689&data=133%2c2191885%2c3194&count= parts. This area along the Limfjord is historically attractive 1, 26.03.2009). for settlement because the fjord is narrowest here. Aalborg Harbour is the main port along the fjord. The city had good transport options because of water Denmark The area surrounding the city is more or less flat and suitable transport and a fertile hinterland. The combination of these for agriculture. two had a major impact on industrial growth. In a matter of The major employers in the area are: tourism related centuries small workshops developed into first industries. businesses, educational institutions, the military air base, the The most prominent industries were: shipbuilding, quarrying, seaport, telecommunications and cement industry. tobacco and alcohol industries. Because industries required bigger spaces to create new History production halls, they moved to the city fringes. The best Due to the narrowness of the fjord and hills that offered places for them were close to the fjord, because of transport defence, the area has seen settlements since the year 1000 reasons. New railroads were constructed to support these AD. The first to build their settlement in the Aalborg area were sites. Vikings. They occupied a hill north of the fjord. In the times before industrialization it was usual that workers 4.1 Denmark in Europe 4.2 Aalborg in Denmark

4.4 Central Aalborg 4.5 Countryside around Aalborg 4.6 Aalborg with the Limfjord cutting it into two parts

4 Gašper Žemva The Vesterbro Project

lived in the vicinity of their workshops. When industries began used classicistic facades (Vagnby, 2009). the east. Between the sixties and seventies the extensive Growing population numbers and economic growth are to move to the fringes of the city, the workers also began to The other notable breakthrough was Vesterbro. In addition to residential area of Aalborg East was established. In a bid to pushing the levels of traffic even higher up. The response move. The first workers quarters were constructed close to easing mobility curbing unemployment with this public work create more high profile enterprises a part of East Aalborg to this was the strengthening of the city’s public transport the new industrial areas (Vagnby 2009). was on the agenda (Christensen in Nielsen, 2006: 12) . Like became a university campus. The creation of Aalborg with a bus-route realignment and the establishment of local This led to an increase of the movement of people. Together in Østerågade the buildings lining the street were lined with for University enabled the city and region to cope with the train services. with expanding production this created a need for increased those times contemporary facades. These were the 1930ies, incoming industrial downturn. The second response to growing traffic was the planning traffic capacities. To allow a faster and easier transport of so the facades were given a functionalistic look. of a third connection across the Limfjord. This would be a people and goods the first vehicle bridge was constructed At its northern end the street went across the new Limfjord The energy crisis in the seventies made a profound change motorway which would bypass the city on its western edge across the fjord. This was a pontoon bridge, built in 1865 bridge. The reason for creating the new bridge was technical. in the then already criticized city planning. New developments and establish a motorway ring around the city (Kiib, 2007: (Kiib,2007: 32). The old pontoon bridge had less lanes, was more difficult were now generally less car-dependant. Urban sprawl was 26, 32). to open for ships and sometimes even floated away. As discouraged and public transport became a high political It can be noted that economic growth goes hand in hand with Vesterbro was always the main access point to the city from priority. There is a strong opposition to this project because the infrastructure development. The easier flow of goods and the south, its unhindered continuation towards the north and To curb car dependency, new bus lines, bike lanes and motorway would cross areas with a considerate natural value. people stimulate the economy to grow even further. the new location of the bridge were justified. pedestrian areas were established. The city was made more It is stated that the city would need a new connections across Old industries grew and new ones like meat and chemical attractive for non-motorized users. the fjord because otherwise rush-hour congestions across industries were established. This enabled the population to The population was rising and the industries were expanding. After the big political and economical changes in the nineties the two existing connections would become very heavy. grow. This led to even more infrastructure development. To enable further economic growth a civilian and military many industries in the city found it more profitable to move As an alternative to the new motorway a third underwater airport was established north-west of the city. their production into eastern countries. Some of the industries tube could be added and thus the capacity of the motorway Historically the city’s urban tissue was structured in such a that did not move closed down. This left the city with many increased. way that east to west corridors were far stronger than north Before 1938 Denmark had no planning design policies. brown field areas and considerate unemployment. to south ones. This can be perhaps explained with the fact The main aim of city design before this date was enabling In the long run, the population of Aalborg is set to grow one that the old city was wider in an east-west direction than it infrastructure developments (Kiib, 2009). Afterwards changes In order to support economic development, the university percent over the next 40 years (Kiib, 2007: 26) was long in the north-south direction. So to enable easier were based on various urban policies which were changing grew and stimulated the creation of knowledge-based mobility in the north south direction two major breakthroughs over the years. These changes were influenced by various enterprises and a highly skilled workforce. Conclusion: were made: the Østerågade and Vesterbro breakthroughs. In theories and their economical context. These strategies enabled the regional economy to stay The city of Aalborg has seen considerate growth in its more order to create them, the old city structures that lay in their competitive, but still there were many brown-fill sites devoid than thousand year history. As it grew its need for more paths had to give way. Both of these new streets were lined The age of motorization began. People began moving out of of any activity. transport also grew. Housing, industry and infrastructure with architecture of their times. the crowded cities into the suburbs and thus expanding the developed concurrently. Østerågade was established in order to ease the flow of city in all directions (Vagnby, 2009). Motorization demanded In a bid to stay visually attractive and stimulating and thus The last years have seen the biggest changes in the city - people from the main train station to the ferry embarkation more and wider roads. In order to handle the increase in traffic competitive with other cites, the municipal authorities have sociological and physical. It is predicted that over the future point. In those days land transport was not as efficient as a motorway was built. It connected the city in a north-south decided to reclaim these brown-fill sites - many located on years Aalborg will be revitalising its existing areas instead of water transport. For example people living in this area would corridor to all larger Danish cities and beyond. Important to both sides of the Limfjord (Kiib, 2007: 27). expanding to new ones. not go to the capital Copenhagen by train, but by ferries. note is the fact that the motorway went also below the Limfjord By reusing them the city established a connection with the This can be explained with the fact that at this time there and established the second motor-traffic link across it. water and created attractive residential and leisure areas. was still no railroad bridge connecting Jutland to Zealand. Brown-field redevelopment is today still underway, because The buildings on the street were given for those times widely Aalborg continued its policy of growth by expanding to of the extensiveness of the disused industrial estates.

5.1 Aalborg from the south 5.2 Aalborg from the north 5.3 Boulevarden breakthrough 5.4 Vesterbro breakthrough

5 Gašper Žemva The Vesterbro Project

Strategies of Development

The modern history of urban design in Aalborg was shaped of those days were for example locating a new harbour or by different strategies which were implemented in various railway. Then the city was allowed to grow around it (Kiib, Before 1938 and up to 1960 parts of the city. Understanding these strategies will help 2009). Infrastructure us comprehend the historical development of Aalborg more clearly. The first strategy aimed at accelerating the creation of a The main priority up to 1960 was infrastructure development. This welfare society by enabling equal consumption opportunities was formalized in 1938 when Denmark accepted its first planning laws A strategy is a plan of action designed to achieve a for the whole population. These opportunities encompassed (Kiib, 2009). When infrastructure was built, the city could use it for its particular goal. Strategies can be applied in various fields the consumption of housing, goods, education, employment new development. such as business, military, social and physical development and therefore enabling everybody to choose in a democratic If there was demand for industrial or housing areas they were built strategies. The goals of strategies can be different, for and political way to create their own lifestyles and careers. and the city grew. example increasing profits, enjoying life, ensuring stability The realisation of the welfare society was linked to the 2 Let us have a look at which parts of the city were built in such a way: and so on. modernistic idea of creating effective cities through zoning 1 and accessibility. This resulted in massive city growth, The medieval core A common goal of cities is to enable a prosperous life to its housing and infrastructure creation (Kiib, 2007: 25). The beginnings of such development started with the medieval city citizens. The municipality in charge can benefit prosperity of which was based next to natural infrastructure - the fjord. There the its citizens by enabling social righteousness and creating an The second strategy is opposing its predecessor. Because of city grew in a organic way with its population. The paths which formed economically stable environment which creates economic the oil shock in the seventies and the general unpopularity of the city lay in a predominant east-west direction, with paths leading growth. for those time contemporary urban design, the general plan outside the city running from the south-west to the south east. predicted a halt in city growth. All development was now to The development of the medieval core took place from approximately If we limit ourselves to Aalborg we can see that over the be concentrated in the older existing parts of the city. It was 1040 and in the present only minor architectural and urban interventions second half of the 20th century there have been three main now built for pedestrian and historical experience, higher 3 happen here. strategies of accommodating economic and urban growth. densities and better public transport. This strategy was more It is composed of dwellings, workshops, religious and government These strategies were put down in the General plan of environmentally and socially sustainable than its preceding institutions. In later years the majority of workshops have moved out and Aalborg. This document usually sets general and specific one (Kiib, 2007: 25). are now replaced by shopping and leisure facilities (Vagnby, 2005). guidelines for the development of the city. It is interesting Pre city villages that Aalborg led the transformation of the discourse of urban Economical changes in the nineties led to a general update of 1960 Aalborg Old surrounding villages planning in Denmark through planning and action (Kiib et al, the second strategy. Sustainability remained the main topic, They have been established in a similar time as the medieval core of 2004: 18). but the pedestrian experience morphed to include vibrant, Post 1960 Aalborg the city. These villages consisted of farms. They sold their produce urban city design, which would please the ‘creative class’ as in the city. As briefly mentioned before, prior to 1938 Denmark had no propagated by the popular Richard Florida. Their current use is mostly residential. Later on they became parts of urban planning laws. The growth of urban structures derived Let us now have a closer look at these strategies. the city itself. from the growth of infrastructure. Typical planning questions Industrial areas In the time of the industrial revolution some workshops expanded into industries. They needed bigger plots of land to be able to produce larger quantities of their products. Therefore the industrial areas were positioned outside the city but as close as possible to good transportation. The best option for transport was still by ship (Vagnby, 2009).

Infrastructure breakthroughs As mentioned earlier: In order to ease the difficult city movement from north to south, two important roads were constructed. The older one running from the train station to the fjord and the younger one from the main southern city access to a new bridge spanning the fjord. Both of these breakthroughs mark the significance of different transport modes which were in use in the times of the roads establishment 6.1 The medieval core 6.2 Industrial area 6.3 Old surrounding village of Sønder Tranders (Vangby, 2009).

6 Gašper Žemva The Vesterbro Project

(Kiib 2007: 25). The overall plan was to develop a ribbon- Urban sprawl Eastern Harbour The 1960’ strategy band city. This idea derived on a smaller scale from Ebenzer As a result of growing car ownership, the city expanded in all Aalborg Harbour was moved to the eastern outskirts of the Functionalism Howard’s Garden City and on a larger scale form the Danish directions along the two ribbons. Urban sprawl is attractive to city in order to allow it to grow even further. It is positioned H-city strategy connecting all Danish cities and beyond. citizens because of its low density and closeness to nature. on the end of the east-west ribbon. It is a part of the larger Development would be positioned along two ribbons, running On the other hand it creates a lot of commuting traffic. industrial zone (Kiib, 2007: 25). The time after the second world war saw many political and in a north-south and east-west way (Kiib et al, 2004: 18). economical changes across the world. Noticeable was the These ribbons overlap at the southern shopping area, and Southern shopping area The Motorway growth of the global economy and living standards. The main the university campus is positioned on the east-west ribbon, The shopping area of ‘‘South City’’ was established in these Aalborg received a modern link to the rest of Denmark in urban design theme of these times was the promotion of while the historical city is placed on the north-south ribbon. times. It was created as a ‘‘relief centre’’ in order to decongest 1969. It is part of the H-City concept. This improved mobility consumption, accessibility and mobility. the historical centre of the city. It is located strategically at the in the city as well in the country. The motorway established a In order to keep up with the changes happening across the Such a plan demanded a large infrastructure development. junction of the two development ribbons (Kiib, 2007: 25). second motorized connection under the Limfjord. It runs in the world Aalborg Municipality started drafting plans for the future This is the period of the city’s largest growth. eastern part of the city, separating the older city developments of the city from 1945 onwards. The plans were presented in The design promoted efficiency and equal accessibility of University campus from the newer ones (Kiib, 2007: 25). 1951 and afterwards they were being implemented. It states living and production and education. Use of zoning strategies Aalborg university was established in the year 1974 in order that Aalborg will have: ‘’More city, better infrastructure, better increased car dependance but on the other hand separated to construct the welfare society by enabling more students housing and more consumption’’ (Kiib, 2007: 25). This axiom industrial from living areas (Kiib, 2007: 25). to receive higher education. It was located on the east-west was put into action in 1973 in the General Plan for Aalborg ribbon (Kiib, 2007: 25).

6

1

7.1 Urban sprawl 7.2 Southern shopping area 7.3 The motorway 3 2 5 4

0km 3km 1960 Aalborg Eastern harbour

Other new areas Shopping area

Urban sprawl areas University campus

Development Ribbon Motorway 7.4 The campus is an example of green field monofunctional planning 7.5 The university campus 7.6 The Eastern harbour

7 Gašper Žemva The Vesterbro Project

Pedestrian streets The 1980’ strategy Three new pedestrian streets were established in Aalborg: Postmodernism Bispensgade, Algade and Torvegade. They were established in a move that would make the city centre more attractive for its citizens on foot. Also other minor streets have been Big changes happened to the urban design strategies of the closed down to traffic or have been narrowed to allow more eighties. It can be said that these were the result of the oil spaces be used for pedestrians. Two such small squares are crisis in the seventies and postmodern design movement, located in Vesterbro. which was an answer to systematical errors of the previous functionalistic planning period. Squares A four lane street in front of the main train station has been The results of these two phenomena can be recognised as closed and turned into a reconstructed John F Kennedy the new planning strategy that was formulated in the eighties: Square. Also other minor squares have been established, ‘Not more city, but better city’ (Kiib, 2007: 25). This strategy together with many courtyard restorations. aims to revitalise the existing parts of the city, thus lessening 8.1 Courtyard renovation 8.2 Postmodern architecture infill the need for city expansion. This led Aalborg into more Boulevarden and Østerågade reconstruction ecologically sustainable development by means of increasing Østerågade was closed for cars, so that only buses and density, promoting public transport and urban regeneration delivery vans may use it. Along with Boulevarden, the street (Vangby, 2005: 40). The inner city was made attractive for surfaces and sidewalks have been reconstructed with quality the pedestrian - so as to lure him out of his car - with the use pavement. Quality urban furniture has been set up on the of the ‘city beautiful’ technique. street.

2 6 8.3 The Kennedy square park establishment 8.4 The Louisegade square establishment 1 3,4,5

7

0km 2km 4km 1960 Aalborg

Post 1960 Aalborg Square or court- yard regeneration 8.5 Boulevarden street reconstruction 8.6 Algade pedestrian street 8.7 Suburban postmodern development Street revitalisation Pedestrian street

8 Gašper Žemva The Vesterbro Project

Conclusion 2005 strategy: All up to the sixties Aalborg experienced moderate growth Knowledge and culture based city which was based mainly on the provision of infrastructure. In the sixties this growth became more organized, accelerated In the nineties the outsourcing of industry to countries with and by becoming so, helped create a society with equal cheaper labour accelerated and this left the city with many access to goods and services of consumption. The method empty sites. As the majority of these sites were located urban design of Aalborg undertook was based on the next to the Limfjord a redevelopment of the defunct sites functionalist and garden city. into residential, culture and leisure areas would enable This period lasted until the eighties when the expansion of the city to densify itself and also connect itself to the river. the city turned inwards. New development was less damaging All of this led to the postmodern city design strategy of the to the environment, and had a community-building potential. eighties to be updated. It now aimed for ‘‘Culture-oriented It was based on the pedestrian experience. Twenty years Urban Regeneration [with] facilitating infrastructure for new later it was morphed into a new strategy. The city was still knowledge based industries’’ (Kiib, 2007: 25). The goad of made to be more dense and attractive for pedestrians, but creating a knowledge and culture city is making the city more the aim is to make a culture and knowledge based society attractive for business and workforce after the extensive 9.1 Waterfront promenade development 9.2 These industrial areas are scheduled to be replaced by which would be inviting new citizens and enterprises. The loss of industry. The creation of diverse and active areas new mixed-use development inner city development scheme was extended and intensified that promote human interaction would according to some with many new harbour front areas as Aalborg is aiming to theories generate further regional economic growth. This be a diverse, active and stimulating city. strategy is similar to the city’s postmodern design strategy: it still aims for a dense pedestrian friendly city, however it Now that the history and the strategies of the city’s concentrates its attention on empty brown-fill sites, specially development have been considered we can now turn our on the waterfront. attention on Vesterbro. We will begin by considering its Let us have a look on how was this strategy implemented. history and how the above mentioned strategies helped to shape it. Waterfront development The once derelict waterfronts are now being redeveloped as residential, educational and leisure areas in order to densify the city and make it more stimulating for its users. Special buildings include a House of music, mixed use former power plant and museum. All of these buildings and places have a 1,5 9.3 The new Aalborg slogan reads: ‘‘Aalborg loves the world’’. It represents the city’s openness to global knowledge and culture 4 2 mission to reconnect the city to the Limfjord. The development is occuring on both sides of the fjord, both on the western as well as on the eastern sides. Construction has been finished closer to the city centre, and is spreading to its edges (Kiib, 2007).

The Vision of Aalborg It is important to note that the strategy of 2005 provided the framework for the Vision of the city. It states: ‘‘We are aiming from an industrial city to a ‘knowledge and culture’ city... We wish to have a diverse city with active urban life... The eventful city with a great variation of attraction and sensory 0m 2km 4km impressions’’ (Kiib, 2007: 26). The aim is therefore to make a lively city, that would entertain 1960 Aalborg Finished water- its existing or future citizens and thereby keep them from front development Planned water- moving out to other more attractive cities. Under certain Post 1960 Aalborg 9.4 Residential waterfront development 9.5 Knowledge and culture facilities (museum and a faculty) on the waterfront front development theories this would attract businesses to settle in the city.

9 Gašper Žemva The Vesterbro Project

Introduction to Vesterbro

Limfjord

Limfjord

10.2 The focus zone is built up in a highly dense way

Focus zone 1 1081m

10.3 The area with low building density will not be considered 0m 2km 4km Vesterbro is a main traffic artery of the city. It is positioned The street passes through a densely populated area. is situated in two environments: the traditional dense city on the edge of the medieval city and is part of a north-south Buildings line the edges of the street almost throughout its and a low dense park environment in its southern part. The corridor. Its central position in the city enables it to be the entire length. The only openings in the street facades are part of the street located in the dense area experiences main connecting point between the northern and southern made at junctions with other roads and railroads. Southwards a ‘conflict’ between car users and pedestrians, which is parts of the city. the urban tissue is less dense, and buildings there are part of an overlap between the modern and postmodern

No consideration 2 standing alone. city development concept. The southern part of the street, The street is 1326 metres long. As it continues to head north located between two parks does not provide such an overlap

245m is crosses the Limfjord bridge and goes the northern half Buildings lining the street are predominantly residential with between concepts because of its low density, which makes of Aalborg - into Nørresundby. There it continues its path various shops, agencies and restaurants in their ground it a typical modernist street. This will limit the focus of the towards the northernmost corners of Jutland. Following the floors. Special institutions include a church and an exhibition project because we are only interested in the city areas which road southwards one would reach the main Danish cities and centre. show the overlap of the modern and postmodern concept. go beyond the country. The part of the street located in the low density park area The street provides the main access to four central parking thus falls out of our consideration. The Limfjord bridge is one of the only connections across the areas for cars. These are vital for the functioning of the In order for us to create a deeper understanding of the Vesterbro fjord and Vesterbro is the only main road accessing the bridge city. developments of Vesterbro we will now have a closer look form the south. This makes it a bottleneck which, because at the historical development of street. Other Roads of heavy traffic, morning and evening rush hour congestions The street ends on its southern side with the city’s ring road. are generated on a daily basis. The corridor of Vesterbro continues southwards, but now Pedestrian Areas under a different name. This means that Vesterbro forms a Buildings The larger part of the street is constructed as a four lane connection between the city’s ring road and the only multiple road and the rest is a three lane road, with the middle one use bridge in the city. Beyond the bridge lies Nørresundby and 10.1 Position of Vesterbro 0m 200m 400m acting as a turning lane. on the southern side is Hobrovej. As stated before Vesterbro

10 Gašper Žemva The Vesterbro Project

History of Vesterbro

Before 1930 and fuel stations lined the sides of the street. It now crossed Historically the course of Vesterbro was not the same the railway with an overpass. Linking the old Vesterbro with throughout the years. Its name which means Western Bridge the bridge strengthened the connection on this north-south derives from the fact that it approached the central city from corridor. It became one of the main city streets (Vagnby, the West by crossing the river of Vesterå with a bridge and 2009). a city gate (Vagnby, 2009). Between 1960 and 1980 Vesterbro linked the city of Aalborg to its neighbouring cities By this time all buildings on the street have been completed. in the south. From its beginning at the former Vesterå gate it In the vicinity a new parking house was established. began its way southwards in its more or less current corridor Increase in traffic and changes in traffic organisation led to in the direction of Hobro and Aarhus (Vagnby, 2009). marking traffic lanes (Vagnby, 2009). Central and some of the side street parking areas were abolished in order to make In this time Vesterbro had no link to the Limfjord - it ended Vesterbro a four lane street. In its central area however, the with Vesterå street, from where people could either go to the street is not vide enough to allow for four lanes, therefore centre-most parts of town, to the ferries that would take them there are only three lanes, with the central one being a to the farther side of the fjord (Vagnby, 2009). turning lane. The change of Vesterbro into a four lane street along the At that time the city had no bridge, but after its construction majority of its length is therefore the most significant change in 1865 it eased the flow of people and goods. However the in these times. Current Vesterbro bridge still had technological limitations: it could only enable a limited traffic capacity, and its use was problematic in Between 1980 and 2000 winter times when ice floating on the fjord broke the bridge Not many changes occurred on the street since the 1960. formation, causing parts of it to float away (Vagnby, 2009). The street widening at the junction with Stengade has been, 11.1 Aalborg in 1475. Note the gates (marked as black on the western side, transformed into a pedestrian area. dots). The western gate crosses the Western River (Vest- In the year 1913 a decision was made to replace the old bridge This was also done with the closure of Jens Bangs gade erå) with the Western Bridge (Vesterbro). with a permanent crossing. It was decided that the crossing for cars. Together with a newly-built post modern building it should be linked to the road system with a large new road. now forms a pedestrian square. By demolishing a part of the old city structure this new bridge As a traffic calming measure the intersection with Korsgade could be connected with the main access road of the city, was cancelled with cutting the latter street into two and cre- Vesterbro. In Addition to easing movement in a north-south ating two dead ends (Christensen et al, 1990). direction in a structure with more east-west connections, the development would be a mark of progress of the city and at After 2000 the same time would limit the high unemployment of those In current times the only changes done to the street area were days (Christensen et al, 1990). the construction of a parking house close to the congress centre and the installation of signs signalling the availability of It was intended that the street would become the major 11.3 The first plans for the reconstruction of Vesterbro car parking spaces across the city. This lowered the amount of high street in Aalborg, used both for transit and commerce traffic made by people trying to find available parking spaces (Christensen in Nielsen, 2006, p.12). (Aalborg Kommune et al., 2009:3).

Between 1930 and 1960 The projects affecting the street area in the future are a new The redeveloped Vesterbro cut through the city’s tissue. On parking house that will be built at the junction of the street and the existing section buildings were pushed back to create the bridge, and the south western parking area of Gåsepigen a new street facade. On the new part of the street existing enlargement (Aalborg Kommune et al., 2009:4). Current Vesterbro buildings were pulled down in order to make space for the The Municipality also aim to reduce the traffic speed on 11.2 Aalborg in 1900. The black lines represent the exist- new corridor. It took time for new buildings to rise. The Vesterbro between Prinsensgade and Borgergade junction to ing roads and the red ones represent new roads built in buildings were built in the architectural style of those times: 30km per hour (http://www.aalborgkommune.dk/Borgerportal/ this period. Note that Vesterbro ends halfway between the functionalism. On the street space there was enough of Serviceomraader/Trafik+og+veje/Planer+og+rapporter/ rail crossing and the fjord bridge. space for thorough traffic, car parks and pedestrians. Shops 11.4 Aalborg in 1940. Vesterbro is now extended. Hastighedsplan.htm, 11.02.2009).

11 Gašper Žemva The Vesterbro Project

Theoretical framework

The reduction of traffic speeds on Vesterbro can be perceived Physical changes to the street were done according to various The city would need to grow physically in order to enable a as an approach of the municipality to alleviate negative urban design strategies. well functioning consumer society and a new urban plan- impacts of the street’s large traffic volumes. This could make To be able to make a sensible analysis of Vesterbro itself, ning strategy was called for. Theories and case studies the street more attractive and so allow for more diversity, we have to understand the theories that have been guiding were studied beyond Denmark’s borders. which the vision of the city and its newest strategy are aiming these various strategies. The theories considered below will In those times two urban planning theoretical models were for. But motor traffic is still very important in the case of be presented according to the strategies they influenced. gaining importance: Le Corbusier’s Radiant city model and Vesterbro. This can be seen with the increasing number of Borgergade Ebenezer Howard’s Garden City model. We will first have a existing and future parking areas in the street’s vicinity. The pre-strategy period look at the older strategy, created by Ebenezer Howard. As stated before Denmark had no official planning policy be- Conclusion fore 1938 (Kiib, 2009). Before this time all city development The functionalist strategy - Influenced by Ebenzer Howard Vesterbro is a very old street. As its name suggests, it was was subject to infrastructure construction. The city expand- The Urban Designer Ebenzer Howard aims were social. probably established along with the first city gates with its ed only to parts that were supported by infrastructure. All the His idea was to create examples of balanced communities, bridge over the Vesterå river. From there it followed its current way from the city’s foundation this was one of the principles which would not experience overcrowding neither uncon- course towards the south. of city growth. When new technologies such as railways trolled sprawl. New communities would benefit from ‘‘fresh The biggest change to the street was the its expansion and motor cars appeared the question was where should air, sunlight, pleasant vistas and quiet nights’’ (Mumford in and extension to the new fjord bridge in the thirties. This the infrastructure to facilitate them be located. This led to Larice, Macdonald, 2007: 49). Environments that allowed lifted Vesterbro to be one of the most important streets of the before mentioned urban breakthroughs of Boulevarden, for the above mentioned phenomena were becoming in- the city. All subsequent changes done later to the street and Vesterbro and Strandvej. These were inner-city infra- creasingly rare in his days. Further on societies would be area are less striking. They were the reorganization of the Prinsensgade structure developments. With the rising population in Den- strengthened with supposedly increased cooperation and street to a predominantly four-lane street in the sixties and 1 mark (http://www.nationalbanken.dk/C1256BE9004F6416/ companionship between individuals. With the introduction some pedestrianization and traffic-calming measures in the 3 side/Monetary_Review_1_Quarter_2000/$file/s49.gif) the of green belts uncontrolled expansion of cites would be halt- eighties. city also had to allow for external growth. Therefore new ed and thus the distinction between town and country would After the millennium the amount of parking lots close to infrastructure that would support housing development was be strengthened. He divided areas of the city into zones the street has increased and will continue to do so. Also built east, south and west of the city. such as housing, industrial, nature and shopping zones. measures to reduce traffic numbers with the use of parking When it came to housing his preferred type was individual displays have been taken. Soon after the end of the second world war the new concept housing, not placed far apart. With eliminating congestion This means that the whole history of Vesterbro is marked of city design was aimed at providing equality by allowing he would also lower land values and thereby pave the way with efforts in accommodating increasing amounts of motor equal consumption of housing, goods, education, services, for metropolitan reconstruction. His guiding aim was to vital- 0m 100m 200m traffic. Some efforts have been made or will be made to make careers, political and democratic resources to the whole so- ize urban life and allow for intellectual and social improve- it more attractive for pedestrians, but still motorists have the ciety (Danielsen et al, 2004: 18). ment of rural life. highest priority. So in order to allow equal consumption of the above men- He kept his ideas on a diagrammatic level as he was aware Municipal plan for reducing traffic tioned goods and services, a lot of construction would have that every site is unique and would demand different design speeds from 50km/h to 30km/h to take place in order to make scarcity a thing of the past. (Mumford in Larice, Macdonald 2007: 44-53).

12.1 Vesterbro accommodates large traffic flows 12.2 Functionalist housing development 12.3 Infrastructure development was the focus in the 30’ 12.4 Example of Howard inspired garden city development

12 Gašper Žemva The Vesterbro Project

The ideas of Howard materialized in Aalborg in the form of able this would be to strengthen the road system as much tation of zoning policies. Some city areas were devoted with the onset of the oil crisis in the seventies and post mod- new housing, shopping, educational and industrial satellite as possible. Corbusier perceived that allowing traffic to flow to single uses, the biggest being shopping, industrial and ern design rebellion. This led to an increase pressures to developments, where they would be placed in greenfields, faster would reduce the time spent in everyday commut- education zones. It can be noted that industrial zoning is change the way we build cites to a more socially and envi- with an encircling or partial green belts and interconnected ing. But to make driving easier, roads would have to be promoted by Howard’s and Le Corbusier’s theories but mo- ronmentally sustainable way (Kiib, 2007: 26). with infrastructure. Such examples are the university cam- as straight and wide as possible. He believed that this is no-functional shopping and educational areas do not fit Le pus and the ‘South City’ shopping centre. a necessary step to take in order to enable cities to be as Corbusier’s vision. He aimed for diverse non-industrial uses Between 1980 and 2000 efficient as possible. He explains:’’ The obsolete framework of city areas but at the same time he wanted cities to be As mentioned in the previous chapter changes in society and The functionalist strategy - Influenced by Le Corbusier paralyses city development. Industry and commerce will be congestion free. economy had an impact on urban design. Population growth The sixties strategy was also in part influenced by one of strangled by backward cities.’’ He continues:’’ Traditional- The new relief shopping centre in the south is in accordance slowed down and ecological awareness became important. the most influential architecture and urban designers, Le ism, in larger cities, obstructs the development of transport, with the latter aim: it aims to lessen the crowds in the city New built housing construction fell to 20% of pre-1970 levels. Corbusier. cramps and disables activity, kills progress, and discour- centre - which it still does, because a significant amount of If before city growth spread considerably out of the city, it ages new ideas. The decay of old cities and present day all shopping purchases are made in this part of the city. was now turned inwards. Community sovereignty were now The ideas which underlined his theories were also social: working pressures are causing physical and mental illness Also with the aim not to increase the crowds in the city cen- on the schedule. This period is market as the post modern housing should be made more affordable, everybody should (Le Corbusier in Guiton,1999: 94)’’. tre, the university was built in the south-eastern outskirts. rebellion. The theories of Jane Jacobs and Allan B. Jacobs have equal access to natural amenities and also have more Another way of promoting efficient use of times was the cre- Industries were established in industrial zones. One such had an influence on the shaping of the postmodern urban free time. He believed in the expansion of society and its ation of mono-functional zoning. Le Corbusier planned this case is the new Eastern harbour (Kiib, 2007: 26). strategy of Aalborg. cities. to extend only for industrial areas, while other uses could be The realization of the functionalistic city plan of the previous The way to achieve cheaper housing was to implement mixed with residences. Conclusion design period was postponed from the year 1973 to 2000, with standardization and simplification of housing. This would Both of the theories were merged into the Aalborg city strat- a new emphasis of enabling community life and protecting weaken the diversity of housing, but would speed up their Le Corbusier’s influence in Aalborg can be seen in the drive egy. Howard’s theories had an influence on the position- the environment, with the goal of making a welfare city. The construction by incorporating housing elements of same to make housing accessible and affordable to a wider socie- ing of new developments and on their internal organization, 1986 city plan thus became a hybrid between functionalistic sizes, shapes and material. This allowed a larger amount ty with a large upswing in housing development. This led to while Le Corbusier’s theory had a profound influence on and community planning (Danielsen, 2004: 24) of housing to be built in shorter time. The larger amount the most intensive period of growth the city has ever seen. the infrastructure organization of the city but with equally of housing would then bring their prices down to a decent Like Howard, he was an opponent of residential sprawl, be- strong influence on the internal organizations of newde- The postmodern strategy - influenced by Jane Jacobs level. cause in his vision it lowered the efficiency of ideal dense velopments. Under the ‘more city’ strategy, Aalborg experi- Her theory argues that modernist urban planning was de- To allow equal access to nature for everyone Le Corbusier cities - there were more buildings on open space and an enced its biggest growth in history. The new developments stroying the social environment of the city with the imple- propagated that buildings should be built vertically rather even larger need for supporting infrastructure. were built for car-dependant users which needed speed to mentation of low density single use areas. This made walk- than horizontally. This would ease up space and allow for To allow for efficient movement of people and goods, many arrive at their destinations. Roads were widened or newly- ing less pleasant which led people not to walk on streets but parks to be established on the empty grounds. Access to roads have been widened and new ones have been built. built while park areas remained accessible to all. Housing, to drive cars instead. This in turn created traffic congestions nature would benefit the physical and mental wellbeing of The most prominent new road was the motorway with its un- shopping, education and industrial zones were established. which led to increased traffic surfaces which at least visually everyone. To achieve this the density of the city tissue would derwater connection to the northern side of the fjord. Some A new urban landscape with plenty of natural areas was if not physically destroyed built-up environments even fur- be lessened to a great extent. There would be a change major streets were converted into four-lane roads. Such are created. ther. Smaller numbers of people using the streets for walk- from small spaces being in between large buildings, to small Vesterbro, Hobrovej, and Østre Allee. All of these run in a ing resulted in blight and higher crime rates because people buildings being in between large spaces (Guiton, 1999). north-south direction. Two new four lane streets were also All of these implementations had in Aalborg and other cities stopped performing their ‘passive surveillance of street ar- More free time for everybody to enjoy would be created by created: Nyhavnsgade and the ring road Østre Allee. that developed in this way, strong and sometimes negative eas. All of this led to creation of slums, which created a bad more efficient urban design. The measures that would en- Efficiency of uses was also strengthened by the implemen- effects on society and the environment. This was shown image of the city and were costly to regenerate.

13.1 Modern garden city ‘satellite’ development 13.2 Le Corbusier inspired residential development 13.3 Massive infrastructure development 13.4 Large monofunctional shopping area

13 Gašper Žemva The Vesterbro Project

She ended with the thought that cites with a poor urban de- and that they show their uses. These are the qualities that so called knowledge based industries that rely on a highly technology and talent are being developed by the university and sign enable a poor social environment which leads to poor good public spaces should have. educated workforce and add high added values to their other educational institutions. Functional and social diversity economic city performance (Jacobs, 1992). Additionally qualities or elements that contribute but are products. exists in the city. Her book sent shock waves throughout the urban design not absolutely necessary are: trees, definition of spaces by As already stated the main reason for traditional industries Florida argues for urban design which would create spaces community and it did not take long for the theory explained marking their beginnings and endings, diversity and density, to move out of the country is that industrial workforce is open for multiple uses which would attract all societies. Diversity in her books to take roots in actual design. special details, creation of widenings or places which subdi- cheaper in developing countries, which can make such and liveliness are the two main points of his theory. The Aalborg In order to make community friendly cities these strategies vide streets into shorter sections. offshoring companies much more competitive. Countries city strategy is working along these theories. The municipality were suggested by Jane Jacobs: creation of mono-function- with an expensive workforce usually have to compete with are enhancing diversity by creating places and buildings with al, low-density sprawl had to be discouraged. Urban life out- The new city strategy designed in the eighties is influenced such companies by generating higher added value. This diverse design and a multitude of possible uses. This should side of buildings had to be promoted and car dependency by these theories. is the competitive edge of developed countries, such as give extra boost needed to make Aalborg a more interesting would have to be diminished with the enabling of higher city First and foremost urban sprawl has been discouraged. Ef- Denmark. city to live in. This goes along with the previously mentioned city densities. These higher densities with mixed uses would fort has been put into making better public transport by im- vision which aims for a ‘knowledge and culture city’ with active then result in economically feasible public transport and plementing many new bus routes and creating a suburban The knowledge-culture strategy influenced by Richard Florida urban life and a city that would be eventful with a great variation creation of ‘walking distance’ design. train service on the railroad. The trick may be to attract a highly skilled workforce and here of attraction and sensory impressions (Kiib, 2007: 26). Designing with the ‘walking distance’ concept in turn pro- Pedestrian areas have been established in an effort to in- the urban theories of Richard Florida regarding the creative Most of the development is now based at the extensive motes non-motorized travelling as cycling and walking. And crease pedestrian attractiveness of the central city area. class apply. waterfront area, previously occupied by many industries. All most important: city areas would have to be made visually These are Bispensgade and the Algade corridor south of The idea is that creative people are the lifeblood of creative effort seems to have been put into this part of the city. Museums, and socially attractive to the pedestrian. the fjord and Torvegade in Nørresundby. and knowledge based industries. And potential workforce schools, libraries, parks, promenades, student dormitories, So the main point of Jane Jacobs was that contemporary Effort has also been given into creating pedestrian friendly will draw industries to cities. If the city was made interesting residences, music halls, indoor and outdoor sports areas, multi urban design should aim for high densities, appropriate mixed use streets by high quality pavement and street furni- enough for its residents not to move to other cities and if it purpose halls and shopping centres are being built on different concentration, short distances, mixed uses, socially at- ture. Such a case is the Boulevarden corridor, the western attracted even more people to relocate to it, than knowledge sites along the waterfront with more functions being joined in tractive streets and maintenance of neighbourhoods. This part of Nyhavnsgade and in a short section, Vesterbro. based industries would base themselves in the city area single buildings. would be more or less the complete formula of creating In the outer areas of the city, physical community creation and offset the decline made by industries moving out of the lively communities and economically strong cities (Jacobs, was encouraged with the construction of local centres with country. The driving force of creativity are in Florida’s mind Kiib noticed that such development turned the city centre of 1992). The last point of making socially attractive streets is local communities. the three T’s: Technology, Talent and Tolerance. The more of Aalborg into a theme park, composed of an Entertainment explained very broadly and here the topic was taken up by the three T’s the city enables, the better. Important to note city with restaurants, bars and cinemas, a Culture city with Allan B. Jacobs, who went to further lengths in explaining In the broad perspective the development of the city was is that creative people are drawn to places that allow for museums, galleries and music institutions and a Recreation what makes pedestrian friendly cities. strongest in community creation, with most design effort be- diversity (http://www.youtube.com/watch?v=khQ9BaXZAjM, city with many recreational facilities in western Aalborg. This ing put into the historical city, while infrastructure gains from 29.03.2009). makes central Aalborg the public meeting space of the entire The postmodern strategy, influenced by Allan B. Jacobs the past were kept as they were. city. The original component of the historical city - production He calls on urban designers to create roads or areas that will The postmodern strategy acted on strengthening local - has been eliminated in order to provide a theme park for enable leisurely walking and promote physical comfort, are After 2000 communities throughout Aalborg with emphasis on the city exposure and enjoyment (Kiib, 2004: 28). interesting to look upon, are spatially defined by buildings or As industries kept moving out, the city had to secure itself centre and now the new strategy of 2005 aimed for making perhaps trees, are designed with quality materials and will from stagnation due to the loss of jobs. Therefore new the city centre even more attractive for everybody. As mentioned before the ‘knowledge and culture’ strategy be well maintained. It is also important that buildings along industries would have to be attracted to the city. These new But how does the city relate to the three T’s? The local resembles the postmodern strategy by promoting inner city these streets and squares complement each other in height industries of the post industrial or information age are the community in Aalborg seems to be quite tolerant; while growth and lively pedestrian friendly spaces.

13.1 Community centre at Skipper square 13.2 Square establishment at Toldboden 13.3 New waterfront development 13.4 Creation of multi use spaces for diversity and liveliness

14 Gašper Žemva The Vesterbro Project

Conclusion The connection between flow, friction and street uses This does not mean that the connection between street Appleyard and Lintell in San Francisco (Gehl, 2006: 34). The postwar development of Aalborg is influenced by global Flow and friction are important for a functioning of a street. activity flow and friction is automatic; street activity also urban design theories. The initial main concern, before the Streets are, and have always been, spaces of flows. Flows requires sufficient density in functions and people living or Of course the amounts of traffic are relative according to the creation of official urban design strategies, was infrastructure would mean the ease it takes to reach someone’s destination. working in the area. size of the street. For example the famous Champs-Élysées creation. In the sixties creating liveable and numerous Friction is the counter force of flows; it would hamper the ease Jan Gehl came to a conclusion: ’’If the speed of movement in Paris handles a lot of traffic but it is still a lively street for a housing, industries and other institutions was joined with of flows. Street friction would be created for example with is reduced from 60 to 6 kilometers per hour, the number of pedestrian. This is because of the various outdoor activities extensive infrastructure creation to support the city. The wider sidewalks on the expense of traffic lanes, traffic calming people on the streets will appear to be ten times greater, the street enables and the large spaces for pedestrian city grew, but in its expansion it caused damage to some measures and so on. For example a dead end street would because each person will be within visual range ten times movement it provides. With enough space, pedestrians are communities and the environment. create large friction and flows would be very weak; while on longer’’. He continues by stating that: ‘‘Slow traffic means less likely to feel disturbed by the large amounts of traffic. The subsequent post modern rebellion tried to halt the the other hand a motorway accommodates little friction and lively cities’’ (Gehl, 2006: 77). Therefore this street enables flows and friction, with none of degradation of the environment and strengthen the social flows are strong. Gehl found out that also motor traffic amounts and not them overpowering the other. life of the city. The development of the city was but for some Spaces which have high friction like dead end or narrow only motor traffic speeds contribute to outdoor quality exceptions turned inwards. Attention was given to pedestrians streets experience only small amounts of street life, because deterioration. This was confirmed by a study, carried out by It seems the aim of modernism was to enable as much flow and other environmentally sustainable modes of transport. people there cannot get far and so prefer to use other streets. as possible, but not many people seem to have been aware The new millennium saw the city try to create attractive, On the other hand a space of high flow such as a very vide of the negative impact of such measures. Postmodernism diverse, multi use places and buildings. This could draw new street produces negative effects such as noise and space and the current ‘knowledge and culture’ city design concept and retain existing inhabitants, which would attract knowledge consumption which also hampers street life. try to add some friction to the flow in order to stimulate street motorway based industries, which would compensate for the loss of Therefore street life has the opportunity to develop in spaces city centre life. They do not aim to slow flow down, because it seems offshoring industries. Effort is being given into the provision that have more or less an equilibrium between flows and known that to much friction would hamper street life.

of education, entertainment, leisure facilities and housing friction. dead end street and focus was kept on inner city growth and the pedestrian Street life, which is produced by a combination of a its flow experience. and friction, is central in the postmodern city development Street life concept and also quite important in the ‘knowledge and culture’ concept. Both strategies aim to stimulate the development of street life in Aalborg. High friction High flow 15.1 Connection between flow, friction and street life

Traffic can both promote and limit liveliness of an area

15. 2 High friction (this dead end street) results in not many street area uses 15.3 Moderate flow and friction result in street area uses 15.4 Very high flow results in few street area uses

15 Gašper Žemva The Vesterbro Project

Analysis of Vesterbro

Now that the strategies, theories and history of Vesterbro metres, with the narrowest point being in front of the heritage handle more traffic. Officially the street handles 21,000 cars It can therefore be stated that Vesterbro handles motor have been considered we may turn to analysing Vesterbro Phoenix Hotel, in the middle of the delimited Vesterbro. per day and has a capacity of 35,000 cars (Myrup, 2009). traffic well. But if traffic levels continue to rise - and they are itself. To make the analysis clearer we shall use the before It can be said that the major part of today’s street position This figure is now so high that daily morning and afternoon projected to rise - congestions at peak hours might become mentioned theories as guidelines. We may find out to which and the buildings along it are the result of the infrastructure rush hour congestions take place. But after the rush hour the more problematic. theory does the street apply best, and this will be our point of strategy of the thirties. street is easily negotiable and passable by car, however it departure for seeing whether Vesterbro could be improved. still sees constant use throughout the day, with less usage Summary The functionalist strategy occuring only late in the evenings and during the night. Vesterbro’s strong point is traffic handling. Because it is a We will begin with the pre-modern infrastructure strategy, As Vesterbro is located in the existing central city parts it has A reason for such high usage is that it is one of the two crucial point of entry for the city centre, or other areas along and will continue with the functionalistic, postmodern and no relation to the theories of Ebenezer Howard of the creation existing motor traffic connections across the fjord. this north-south corridor, there is a great need to keep traffic knowledge-culture strategy. of new garden cities. We will therefore focus on the theory of There are two driving lanes per direction in the southern flowing efficiently. However it is not uncommon that the traffic Le Corbusier. But similar to him, Corbusier was more focused half of the street. In the middle part between Vingaardsgade slows down in long queues. The infrastructure strategy on the expansion of cities or inner city restructuring as was and Bispensgade the road is narrowed down to three lanes, Vesterbro was built because of the need for infrastructure. the case of his Paris proposal. The only connection between where the middle lane is used for turning. Elsewhere extra If the influence of the thirties’ strategy was the construction As mentioned: in the very beginning it linked the city to the his theories is the link between infrastructure and his aim of turning lanes are added in intersections, almost all of which of the street itself, then it was the sixties’ strategy to adjust villages south of it and went further on to larger cities. When allowing fore more leisure time for workers. are controlled by traffic lights. From Bispensgade northwards, the street to handle more and more cars with an increased replacing the old pontoon bridge was discussed a decision there are two northbound driving lanes opposed to one number of traffic lanes. was made to link the bridge with the most important street More free time with more efficient traffic flows southbound and a turning lane. heading south. The point of linkage would be Vesterbro. From In order to give people more free time, Le Corbusier believed The street is also equipped with parking-availability displays that point Vesterbro is an important part of the corridor running that they would have to spend less time in motor traffic which help reduce traffic generated by drivers on ‘parking from the southernmost to the northernmost part of Denmark. congestions. Therefore he called on the creation of streets space hunts’ between the five nearby parking areas. The It was constructed as one of the widest central city streets that would handle as much traffic in the shortest time (Guiton, speed limit is 50 km/h throughout the street. of that time. The width of the street is between 17 and 25 1999). Thus the number of lanes on Vesterbro increased to

Limfjord Algade

Vingaardsgade Bispensgade Prinsensgade

plads

Europa

Strandvejen Borgergarde

Toldbodgade Vesterbro Limfjordsbroen Jens Bangs Gade

Narrow part

The Municipality plan to limit the speed on this stretch from 50km/h to 30km/h Northbound lane Nearby parking area Large parking area

Southbound lane Turning lane Planned parking area 0m 100m 200m

16 Gašper Žemva The Vesterbro Project

The postmodern strategy should be no surprise that the street fulfils many demands Density of the built up area These low densities have a negative impact on functional and It is important to note that the postmodern rebellion was based of postmodern theorists. The central area of Vesterbro is built up quite dense. The social diversity and therefore also on visual attraction and on creating spaces that would be more socially attractive and We will turn to the theory of Jane Jacobs and Allan B Jacobs majority of buildings have six floors, including the ground leisurely walking, all of which will be discussed further on. in some cases more environmentally friendly. The perception who state what does it take to make a great city and great floor. Here and there are few older buildings reaching three of the preceding modernism was now heavily discussed. streets. or four floors. The southern end of the street is bordered by People thought that modernism did not care enough for The main demands streets have to fulfil are allowing equally tall buildings, however in most of the area there is only communities. Additionally the aesthetics of modernism were for leisurely walking, physical comfort, creating visual one line of such buildings. The street gives the impression of now ill-perceived. As modernism was not good thought of, attractiveness and spatial definition, allocating quality being densely built, but if a wider area is taken into account, the periods that preceded it were beginning to become more materials, ensuring good maintenance, complementarity, it will be shown that this is not the case. The southern area and more popular. This is why postmodern designers in many transparency, fitting with urban furniture, creating beginnings of Vesterbro has almost no buildings and thus provides low cases looked back at the past and took inspiration from it. As and endings, diversity and density, special details and density, and the northern edge of thus street is boarded by Vesterbro was built in the time preceding modernism, there creating places. the fjord which also has no building density.

17.1 There is no building density on the Limfjord 17.2 The northern half of Vesterbro is densely built up 17.3 The southern half of Vesterbro supports low density 17.4 South Vesterbro boasts large parks

Limfjord

4 1 3 NO DENSITY HIGH DENSITY LOW DENSITY

2

0m 100m 200m

17 Gašper Žemva The Vesterbro Project

Leisurely walking However there are problematic issues which limit the leisure pedestrians cannot move easily because of them. Additionally To enable leisurely walking, getting from one point to the other of walking on Vesterbro. Loud noise is frequently caused the southern and northern end of Vesterbro appear ‘gloomy’. has to be comforting, pleasing, safe and enlightening (Jacobs, by heavy motor traffic. Problematic are the areas where The reason for their dark and dull appearance lies in the issue A. 1993: 271). Walking through Vesterbro is in the majority sidewalks are too narrow for more pedestrians to use. On of facade maintenance, and the area’s social and functional of its length enlightening because of quality architecture and these areas pedestrians have to use bike lanes, which is diversity, which shall be discussed later on. Insufficient art located on the street. In most cases it is easy to walk on uncomfortable because it can be dangerous. Sidewalks are density of the built up area is also a contributor for such a it. The street is also linked to the western pedestrian area, also used as parking areas for bikes and business signposts, state. which allows for unrivaled quality leisurely walking. which should not be a big issue, but it becomes one, when

18.1 The sidewalk is obstructed by various objects 18.2 Pedestrians are pushed onto bike paths 18.3 The northern end of Vesterbro appears dark and dull 18.4 The southern end of Vesterbro appears dark and dull Algade Limfjord

Vingaardsgade Bispensgade

Borgergarde NARROW Prinsensgade

plads

2 Europa NARROW

Toldbodgade 4 Vesterbro Limfjordsbroen Strandvejen DARK DARK AND DULL 1,3 AND Jens Bangs Gade DULL

Pedestrian Areas Buildings

0m 100m 200m

18 Gašper Žemva The Vesterbro Project

Pedestrians numbers It would be interesting to think that empty stores are the result Pedestrians are found in their greatest numbers in the central of weak pedestrian flows, but this does not appear to be the part of Vesterbro, between the end of the pedestrian street case since empty stores can be found even on the most and the bus stop. This zone of intense pedestrian movement populated stretches of the street. A reason for this could be becomes dispersed towards the north and the south. The that the stores throughout the whole street have a hard time amount of people walking across the Limfjord bridge and the competing with the stores on Aalborg’s two main pedestrian extreme northern part of Vesterbro is similar to the amount of streets, which have enormous amounts of pedestrian traffic people walking along it in south of railroad overpass. compared to Vesterbro.

19.1 The central part of the street is busy with pedestrians 19.2 Pedestrians are squeezed together 19.3 The southern part of Vesterbro sees few pedestrians 19.4 Some businesses have closed down Bispensgade

Limfjord Algade

Vingaardsgade 2 Prinsensgade

plads

Europa

Borgergarde 4 Strandvejen

Limfjordsbroen Toldbodgade Vesterbro 3

1 Jens Bangs Gade

Pedestrian street Bus stop Amount of pedestrian flows Empty shops

0m 100m 200m

19 Gašper Žemva The Vesterbro Project

Physical and social diversity bars, tattoo stores, hotels, a church, a gym, banks, housing Here is also where the pedestrian street, which supplies most functionally and socially diverse part of the street is Functionally the street area is more diverse the closer it gets agencies, barbers and funeral stores. The southern parks Vesterbro with a constant flow of people, ends. Areas of close to the pedestrian street. to the city centre. Throughout its length it accommodates can accommodate leisure activities. The closer we get to greater social diversity are also where people are more likely Both types of diversity add to visual attraction of the street a large amount of multifunctional buildings. Most of these the central part of Vesterbro the greater the variety of ground to stop and use the public outdoor space. Such is a bus stop but this will be discussed further on. have ground floors used for retail and services and the upper floor business we shall see. close to the pedestrian street and multi purpose halls on the floors used for residences and in a few cases offices. The Functional diversity accelerates social diversity, which attract southern part of Vesterbro. However these halls - a congress ground floor retail business are composed of food, clothes, more people into using a street (Jacobs, A.: 1993: 303). There centre, a cinema and church - receive infrequent use, but furniture and specialised stores, while service businesses is a larger variety of stores at the central part of the street when they do receive it is possible to see more people using are made of conference and event halls, small casinos, and this is because the density of the area here is highest. Vesterbro, which brings social diversity levels up. Thus the

20.1 This bus stop generates social diversity 20.2 The pedestrian street emits many users onto Vesterbro 20.3 The central part of the street is used by various businesses 20.4 Most events occur in the Congress Centre

Bispensgade Algade Limfjord

Vingaardsgade Borgergarde Prinsensgade 1 plads Europa 4

Toldbodgade 3 Vesterbro Limfjordsbroen Strandvejen

2 Jens Bangs Gade

Concentration of various shops and ground floor businesses Pedestrian street Bus stop Multi purpose halls

0m 100m 200m

20 Gašper Žemva The Vesterbro Project

Details and at the same time make a division between motorized and Visual attractiveness of buildings along the street have strong artistic, aesthetic Special details such as statues and street furniture add to non-motorized users, making the later ones feel safer. Most Visual attraction is a result of the street’s maintenance, and cultural value and are because of this listed as heritage. visual attractiveness and additional uses of outdoor spaces of the buildings are built in styles that have details which are functional and social diversity, and has an impact on leisurely (Aalborg Kommune, 1994: 52). (Jacobs, A. 1993: 299). interesting to look at. Some even have statues or striking walking (Jacobs, A. 1993: 281) .The street does not overload Parks at the southern end appear pleasing to the eye On Vesterbro public art in the form of statues and fountains is commercial signs on top of them. All of these elements are the senses with too much information. The most visually because of their association with nature. The areas that were visually attractive and it also adds a message: it tries to bring spread evenly throughout Vesterbro. pleasing objects for pedestrians are objects that move: these mentioned as dull and dark appear less visually attractive. people closer to art and so educate them (Vagnby, 2009). are cars (when they do not move too fast), pedestrians and These are the extreme northern part and the part south of the Benches on some of the squares invite people to stay longer preferably moving shadows caused by objects such as trees. railway overpass. Other areas appear visually attractive. on the streets. Trees add to the visual complexity of the street Various shop fronts are also visually interesting. The majority

21.1 Almost all functionalist buildings are listed as heritage 21.2 There are three fountains along Vesterbro 20.3 Older buildings are also listed as heritage 21.4 Some buildings have special features

3 Algade 2 Limfjord

Vingaardsgade

Bispensgade 1 Borgergarde Prinsensgade

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Europa

Toldbodgade Vesterbro Limfjordsbroen Strandvejen 4 Jens Bangs Gade

Heritage building Statue or special feature Group of trees Fountain

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21 Gašper Žemva The Vesterbro Project

Transparency ness. Only on widenings in squares is there enough space street widenings, while on narrow parts of the street it can es, which lie behind walls with smaller windows. Here these Transparency means that streets signal in an apparent way for businesses to use the outdoor space. On the narrow hinder pedestrian traffic. Transparent are the functions of programmes do not interact with the street and bereave it of the transition from a public to a semi-public or private zone. stretches of Vesterbro, businesses that put signs in front of buildings: residences, ground floor businesses and ground some visual attractiveness and diversity. This means that street users have a sense of what lies be- their doors impede pedestrian flows by forcing them to step floor apartments. However sometimes there is a clash between maintaining hind a building facade: is it a shop or a residential building onto bike lanes. Again this is not the case on the squares However intensity of transparency is not equal throughout architectural heritage and promoting transparency. Some (Jacobs, A. 1993: 286). along Vesterbro. Residential and commercial buildings sig- the length of the street. In the central parts shops have big businesses create shop fronts that do not match the archi- Shops and restaurants in Vesterbro create a transition nal their use with doorways and signs of habitation such windows towards the street, and in this way they interact tecture of their host building, and this can create a aestheti- zone of shop windows and outside displays, but there is as curtains, lights, furniture or shop items behind their win- with it and provide visual attraction. In the northern and spe- cal clash. almost no space to create a semi-private space in the form dows. cially the southern part transparency is not as strong. Here of outside cafe areas on sidewalks because of their narrow- Transparency has more opportunities to manifest itself on shops in ground floors are replaced by residences and offic-

22.1 This part of the street enables limited transparency 22.2 This part of the street enables efficient transparency 22.3 Transparency combined with heritage 22.4 Transparency in conflict with heritage Algade Limfjord 3

Vingaardsgade Bispensgade

Borgergarde 2 4 Prinsensgade

plads

Europa

Toldbodgade 1 Vesterbro Limfjordsbroen Strandvejen Jens Bangs Gade

Efficient transparency Weak transparency Empty businesses

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22 Gašper Žemva The Vesterbro Project

Spatial definition street, buildings are faced too far apart to create a feeling of Definition describes our perception of a space being a place being on a dense central city street. However the numerous with physical limits. If users perceive a space as a enclosed trees that are planted on all sides of the street create an street or square, then the place is defined. impression of definition, which is not as strong as in the dense Following the theory of Allan B. Jacobs it can be stated part of Vesterbro. However the southern part of Vesterbro that the delimited street area is defined by a street width to is beyond the focus zone, and will thus not be considered. building height ratio of 1:1 to 3:2 (Jacobs, A. 1993: 277). This means that the street of Vesterbro is spatially defined Views are bounded by buildings throughout the majority of the throughout its length inside the focus zone. street area. This is not the case at the southern ends of the

23.1 The street width to height ratio here is 3:2 23.2 The street width to height ratio here is 1:1 23.3 The street width to height ratio here is 3:2 23.4 The street width to height ratio here is 1:1 Algade

Limfjord Vingaardsgade Bispensgade

Borgergarde 3 2 Prinsensgade

plads

Europa

4 Vesterbro Toldbodgade Limfjordsbroen Strandvejen 1 Jens Bangs Gade

Strong spatial definition Weak spatial definition

0m 100m 200m

23 Gašper Žemva The Vesterbro Project

The buildings along the delimited Vesterbro predominantly Vesterbro. The second area consist of a less homogenous Complementarity complement each other in terms of facade material: white, group in terms of height. These buildings rise from four to The majority of buildings have the same amount of floors Complementarity describes the level of facade and building yellow, red and green render; yellow, red, dark red and white seven stories in short distances, which creates jumps in and the same material - brick. This makes Vesterbro a highly height differences between buildings. The greater the variation brick, zinc cladding, copper and wood are used. between buildings. However these jumps are not as striking complementary street with only smaller areas of lesser in materials and colours, the smaller the complementarity Complementarity is weaker around Jens Bangs and because they are mostly limited to one floor. complementarity. will be. The same applies to building height as jumps larger Frederikskilde street because of height differences. Around The extreme cases of varying building heights are the high then one storey will harm complementarity. The variation in the first is a group of three storey buildings which complement rise buildings at the northern and southern end which rise building style is supposed to be of lesser importance (Jacobs, each other, but also produce jumps in building height when six and ten floors above the average six storey buildings. But A. 1993: 288). they join the predominantly six storey buildings all around they are outside the focus zone.

24.1 The hotel tower in the southern end breaks the street’s 24.2 These buildings also break the complementarity in 24.3 Buildings in central Vesterbro are complementary in 24.4 Some heritage buildings weaken the complementarity complementarity with its height height and building style. Materials are in most cases con- terms of heights and materials by having different heights and materials

form to each other Algade Limfjord

Vingaardsgade

Bispensgade Borgergarde Prinsensgade

plads

Europa

3 Frederikskildevej 4 Toldbodgade Vesterbro Limfjordsbroen Strandvejen 2 1

Jens Bangs Gade

Seven or more storeys Six storeys Four or five storeys

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24 Gašper Žemva The Vesterbro Project

making the street look dull and dark. Additionally, previously dark feel on the southern and northern portions of Vesterbro. Maintenance mentioned empty stores are located in buildings with less This contributes to making parts of the street visually less A walk though Vesterbro does not make the best impression well maintained facades. attractive for its users (Jacobs, A. 1993: 290). of its buildings. This is because most of the buildings are old Some facades, mostly in the central area, have received and have sustained much weathering and traffic pollution. restoration and it seems that this helped lift the visual Most facades appear to be in an acceptable state, but there attractiveness of the street. This is shown in the area next to are many, mostly in the southern and northern part, which Vingaards street, where there is significant pedestrian activity would require some form of restoration. Apart from looking without any empty business or shop. worn and dirty they tend to absorb a larger amount of light, In general the bad states of facades contribute to a dull and

25.1 Some facades are well renovated 25.2 A case of good facade renovation 25.3 Numerous facades are not in a good shape 25.4 Facades and details could be cleaned Algade Limfjord

Vingaardsgade Bispensgade Borgergarde 3 Prinsensgade 4 plads 1 Europa 2 Toldbodgade Vesterbro Limfjordsbroen Strandvejen Jens Bangs Gade

Well maintained facades Facades in seemingly bad state

0m 100m 200m

25 Gašper Žemva The Vesterbro Project

the street into five sections, making the psychological street Beginnings and endings Places distances seem shorter. It is interesting that out of six ‘plac- The beginnings and endings of Vesterbro are marked by Long streets can have brakes such as plazas, public spac- es’, four have vacant stores for rent. These squares see high rises and nature - in one case by the fjord and the other es or widenings. They provide stopping spaces, reference some activity in terms of cafe life, sitting and walking with by parks. These help people orientate and perceive the points and places of activity. They help breaking down almost no events happening on them. boundaries of the street (Jacobs, A. 1993: 295). Additionally the experience of the street into smaller segments, which the dense parts of Vesterbro are marked with so called gates, makes distances seem psychologically shorter (Jacobs, A. both on the northern and southern side. Here the visitor of the 1993: 301). Vesterbro has four squares or places, dividing city knows that he has entered or left the centre of Aalborg. The street is also marked by a ‘midpoint’ - the railroad overpass, which marks more or less the middle distance between the two ends of Vesterbro by generating slopes necessary for crossing the railroad.

26.1 The beginning of the dense part of Vesterbro and the 27.2 The Gåsepigen (Goose Girl) square 26.3 The Vesterport (West Gate) square 26.4 The residential tower marks the northern end of the street inner city are clearly marked by buildings standing close to- gether

3 Algade 3

Limfjord Vingaardsgade Bispensgade

Borgergarde Prinsensgade

2 plads Europa 1

Toldbodgade 4 Vesterbro Limfjordsbroen Strandvejen

Overpass as the ‘midpoint’ Buildings marking the beginning of the Dense part of Vesterbro Towers marking both ends of Vesterbro Places or squares on Vesterbro 0m 100m 200m

26 Gašper Žemva The Vesterbro Project

The delimited street appears visually attractive throughout attraction and sensory impressions‘‘ (Kiib, 2007: 25) is related flow. Summary its entire length with the exception of the southern part and to the postmodern city development strategy. Both strategies The street enables both flow and friction. On some central Postmodernism was a style that found the concept of northern end. strive for increased density, providing for leisurely walking, areas both are equally represented, while on the two modernistic urban design a mistake. It created a new Transparency is stronger in the northern than in the southern functional and social diversity. The difference between narrowest parts and the south of the railroad overpass the interpretation of how outdoor urban space should be created. half of Vesterbro. them is that the ‘knowledge and culture’ strategy focuses spaces of flows dominate the spaces of friction. The most However many of the new concept’s guidelines were taken The street is spatially defined across its entire focus area. on developing brown-fill sites, specially on the waterfront, extreme cases of the spaces of flow pushing out the spaces from styles preceding modernism itself. As Vesterbro The street is complementary, except for two smaller areas and tries to create a vibrant social community in order for of friction are in front the Phoenix hotel and at the northern was built before the onset of modernism it must not be a of diverse building heights. the city of Aalborg to withstand the massive loss of industry end of the delimited street. As stated before street life is surprise that the street fulfils meets may of the postmodern There could be many improvements in the area of (Kiib, 2007:27). In terms of social and physical diversity generated where there is an equilibrium between street flow demands without having receiving almost any postmodern maintenance. The majority of buildings look acceptable, with and leisurely walking, the same findings apply as with the and friction. One without the other cannot generate street implementations. The only postmodern implementation was some good cases of restoration. However there it is a big postmodern concept. It must be noted that there was no life. In Vesterbro the areas which are too narrow to allow for the semi-pedestrianization of Gåsepigen Square and the number of buildings that would require maintenance, and development in Vesterbro under the current ‘knowledge and spaces of friction appear to follow the modernist and not the closing of Jens Bangs Street. these harm the good image of Vesterbro. culture’ concept. postmodern or ‘knowledge and culture’ concept. This means Places are dispersed equally throughout the street, and that Vesterbro is a predominantly modernist street with two Density of the built area is sufficient in the northern half of together with its noticeable beginning and ending help people The overlap between the concepts areas of coexistence with the postmodern concept. the street, while in the southern half it is insufficient. orientate themselves. On one side, the older modernistic concept promotes speed, Leisurely walking is more easily achieved in some central The majority of people using the street are also in the central capacity and efficiency of motorized traffic flows, and on the As stated before the different city development concepts parts of the street, while in the rest it is not as pleasing. part of Vesterbro. other side there are the postmodern and knowledge-culture have to work hand in hand with each other. None of the Functional and social diversity are strongest in the central part concepts which focus their attention on the pedestrian older concepts are out-dated or out-performed to such an of the street and become weaker towards the edges of it. The knowledge-culture strategy experience. extent that they should be eliminated. All of them are crucial The whole street accommodates many heritage buildings and The strategy of creating a ‘‘city of knowledge and culture Modernism promotes flow, while postmodernism and the for today’s functioning of Aalborg. This means that it is in street details are dispersed evenly throughout it. with active urban life, many events and great variation of ‘knowledge and culture’ concept promote friction alongside the city’s interest that it enables a coexistence between

Space of coexisting flow Space of flow is dominant - Space of coexisting flow Space of flow only - modernism is the Mostly flow - and friction - modernism modernism is the dominant and friction - modernism Space of flow is dominant - modernism is the domi- Space of flow only - modernism is the

dominant concept in this part modernism and postmodernism concept in this part and postmodernism nant concept in this part dominant concept in this part Algade

Vingaards- gade

Bispensgade Prinsensgade

plads

Europa

Strandvejen Borgergarde Vesterbro Limfjordsbroen Toldbodgade

Limfjord

Focus area

Space of flows - follows the modernist Space of friction - follows the postmodern city development concept and ‘knowledge and culture concept’ 0m 100m 200m

27 Gašper Žemva The Vesterbro Project

the different concepts where such conditions exist. LACK OF LACK OF SIDEWALK CAUSE NARROWNESS DENSITY MAINTAINANCE Cause and Effect As it was shown in the analysis, Vesterbro has many areas where it could receive improvement. But some LACK OF LACK OF of the problems are related in a cause EFFECT LEISURELY DIVERSITY and effect way. It is possible that some WALKING of the weaknesses of the street might be fixed by solving another weakness. For example if some area lacks visual LACK OF attraction and the possibility of allowing LACK OF LACK OF VISUAL FURTHER for leisurely walking, both of these DIVERSITY TRANSPARENCY ATTRACTION EFFECT problems could be solved by only fixing the lack of visual attraction. This is ZONE 3 COMBINED because if an area is displeasing to the AND AS ZONE 2 ZONE 1 LACK OF eyes, it will also feel less comfortable LACK OF VISUAL FURTHER LEISURELY to walk in. ATTRACTION EFFECT WALKING Therefore the task is to find which problems are related and which of them are at the top of the cause-effect relationship.

The causes The main causes for Vesterbro’s WEAKER ‘KNOWLEDGE AND CULTURE CITY’ WEAKENS THE problems seem to be: lack of density, ‘KNOWLEDGE AND lack of maintenance, and sidewalk EVENTFUL AND DIVERSE CITY WITH ACTIVE URBAN LIFE, VARIATION CULTURE’ CONCEPT

narrowness. These problems occur OF ATTRACTION AND SENSORY IMPRESSION (Kiib, 2007: 25) Algade

Vingaards- gade

Bispensgade Prinsensgade

plads

Europa

Strandvejen Borgergarde Vesterbro Limfjordsbroen Toldbodgade

Limfjord

Zone 3 Buffer zone Zone 2 Buffer zone Zone 1

88m 200m 181m 204m 408m 0m 100m 200m

28 Gašper Žemva The Vesterbro Project

in different parts of the street and each cause has its 2 combined: it has lower building density, its buildings lack Zone 1 and 3 also have the problem of insufficient building sidewalks? Could the sidewalk overlap with a driving lane like consequences: maintenance and its sidewalks are narrow. If the causes are maintenance. This is not such a tough problem as densifying a space of friction temporarily overflowing to a space flow? The southern part and the northern end of Vesterbro seem to the same as in the previous cases, then the effects of these an entire area. If worn-out facades would be renovated, the Where would the area of implementation be? An answer for have the most problems. South of the railroad overpass, two are also the same. building’s respective areas would be appear more visually this question would be formed by the flow of pedestrians problems seem to persist: one is lack of building maintenance attractive. This solution should not be difficult to implement, and sidewalk narrowness. Pedestrian flows on Vesterbro are and a lack of building density. Let us name this part ‘Zone Between the three zones are areas which do not have wherever it would be needed. highest between Borgergade in the north and Prinsensgade 1’. particular problems but are affected by the unpopularity or in the south. The area that would require sidewalk expansion popularity of their neighbouring Vesterbro parts. Let us name Zone 2 is hampered by its sidewalk narrowness. This problem lies between Vingaardsgade and Bispensgade where there The lack of building density in the area creates a lack of these areas ‘Buffer zones’. is more challenging because it is not possible to simply seems to be enough pedestrian demand. This would boost functional and social diversity, which accelerated by the lack expand the sidewalk due to the demands of motor traffic (see leisurely walking, social, even perhaps physical diversity and of transparency harms the area’s visual attraction, which The lack of physical and social diversity, visual attraction, and Appendix, page 37). In times of rush hours many lanes are thus visual attraction in this area. Elsewhere sidewalks are harms the chances of leisurely walking. possibilities of leisurely walking have a negative impact on occupied by heavy traffic. Making a traffic bypass and thus sufficiently wide to their accommodate pedestrian flows at The lack of building maintenance also weakens the area’s the eventful, diverse, attractive and impressive ‘knowledge relieving the street of some of its traffic which goes through current levels. visual attraction also resulting in less opportunities for and culture city of Aalborg’ which the Municipality aim to the whole street - from the bridge to the southern ring road This seems like an interesting concept and we will consider leisurely walking. create. Therefore solving the causes of these problems is in - might work but it would likely require a new bridge across it more thoroughly. the interest of the Municipality and its citizens. the Limfjord and its new or widened access road would In the central area of Vesterbro the case is different. Let us have a major impact in the tissue of the historical Aalborg. Conclusion call this area ‘Zone 2’. It is located between the pedestrian The solutions In the municipality itself there is an intensive debate whether As all other streets Vesterbro’s main function is and was street Bispensgade and Vingaardsgade. This area has one The causes of the problems have now been identified. But Aalborg needs a new bridge across the fjord and where it allowing swift flow of traffic. In modernist times these flows problem: its sidewalks are too narrow. Sidewalk narrowness are all of them solvable? should be placed. But if it was constructed and it took some became accelerated with the organization of traffic lanes. As is very harmful to leisurely walking, which has a negative The building densities in the northern part of Vesterbro - Zone of Vesterbro’s traffic, then sidewalk expansion could be an it was constructed in times prior to the onset of modernism it impact on social diversity, which can also be harmful on 3 - cannot be increased without replacing heritage buildings easier task. A new connection across the fjord is therefore a retained many of the values which the postmodern movement functional diversity. As in the case before, the lack of social because there is almost no leftover space. The rest is covered subject which is too wide for this report, which means that we found to be central in their agenda. As modernism’s point of and functional diversity creates a less attractive image for by the Limfjord. will not consider creating a bypass for Vesterbro’s traffic. focus is the car user and the postmodernism’s combined with the user of the street. the ‘knowledge and culture’ concept’s is the pedestrian, the The building densities in the area of Zone 1 - south of the The buildings on the sides of the street are heritage, which two focuses exclude each other in some areas - for example The northernmost end of the street has the most problems railway underpass can be increased, but this would require makes its widening impossible. But this solution leaves open a pedestrian street versus a suburb - and overlap and still throughout Vesterbro. Let us call it ‘Zone 3’. It is short, located a large study of the area. Such a task is too wide for this one option. What if the motor traffic lanes which are not function effectively in others (see picture 15.2). Where there between Strandvejen and Toldbodgade, next to the Limfjord. report. needed in out-of-rush-hour times are temporarily converted to is limited space, they can compete, with one concept being

Its cause for problems are the same as in Zone 1 and Zone

Algade Bispensgade

Vingaardsgade

Prinsensgade Borgergarde

plads

Europa Strandvejen

Toldbodgade Vesterbro Limfjordsbroen

Limfjord

Pedestrian flow in the area qualifying for sidewalk extension Pedestrian flow on areas not qualifying for sidewalk extension

0m 100m 200m

29 Gašper Žemva The Vesterbro Project

stronger. Usually the stronger concept is the modernistic one, Flexible streets seem to be at home in New York. They This proposal can however be implemented only on a but there are some cases where the postmodern concept function in such a way, that some lanes in dense urban short stretch of Vesterbro between Vingaardsgade and is the stronger one. Such a case are pedestrian streets in streets are temporarily handed over to pedestrian use. This Bispensgade. South and north of this area there is no Aalborg. would happen mostly on Saturdays and Sundays. They apparent need for wider sidewalks as spaces of flows and This is the case in Vesterbro: where conditions for would be secured by various types of urban furniture and friction already more or less successfully coexist. These implementing the postmodern or ‘knowledge-culture’ concept would invite pedestrians to enjoy an expanded pedestrian are the before mentioned ‘buffer zones’. Additionally it was exist - the most important condition is high building density area. confirmed with traffic counts that the narrowing of lanes even - it may or may not compete with the modernist concept of outside rush hours in these ‘buffer zones’ would have severe enabling fast, frictionless flows. The two concepts compete This concept could be incorporated into Vesterbro. It is clear effects on the flow of motor traffic. Such is the intersection on the narrowest part of Vesterbro - between Bispensgade that Vesterbro is crucial to the traffic functioning of the city. with Borgergade which does not permit any reduction of and Algade and coexist in the two ‘buffer zones’ between But at certain times it is not used as heavily as in rush hours the number of traffic lanes. (see Appendix on page 50). Borgergade and Prinsensgade. Elsewhere on the street the (see Appendix on page 43). The time when there is not such Additionally elements such as minor road junctions and modernist concept is the strongest. a vast amount of cars on Vesterbro is from 18:00 to 07:00 bus stops would fragment the design into short incoherent The difference is that on the street modernism aims to create and from 09:00 to14:00 on workdays and during weekends parts which would probably make it not work as intended. spaces of flow, while postmodernism and the ‘knowledge- the whole day. Therefore the design will be limited only to the part of culture’ strategy aim to create spaces of meaningful We have an opportunity to imagine a system which would Vesterbro between Bispensgade and Vingaardsgade. friction. accommodate motor traffic when it is needed (between Strengthening the postmodern concept on Vesterbro by 14:00 and 09:00) and pedestrians when there is no great On one side of the street the retractable bollard system will creating spaces of meaningful friction would strengthen the need for motor traffic (between 09:00 and 14:00 and whole be introduced, while on the other side the existing parking city’s policy of creating a diverse, eventful, stimulative and Saturdays and Sundays). spaces would be eliminated. impressive urban environment. The problem why this concept cannot be fully implemented is the street’s wideness which The system suggested would be created with the use of In this way a part of the space of flow on Vesterbro would does not permit more space to be left over to pedestrians. automatic retractable bollards. When traffic would be heavy, be temporarily and another part permanently handed over This is because it is one of the main inner city streets and bollards would be submerged and traffic would function to the space of friction. also one of the two spanning the Limfjord. as it does today. But when traffic is not as high, bollards Besides big construction projects which might eliminate the would rise and close external lanes for motor traffic. This This concept should enable more leisurely walking which street’s need for its large capacity and cost a lot of money, would encourage pedestrians to take use of the bike lines, would boost physical and social diversity, which would make there is one option of where the street could be redesigned thus stimulating cyclists to take use of the closed traffic the area more visually attractive and so the ‘‘knowledge and in such a way that places of flows and friction would overlap. lane. Pedestrians would therefore feel that there is more culture’’ city design concept would be strengthened. This This would mean that when there is a demand for car space for them, and could start using Vesterbro more to would happen only on the part of Vesterbro where there is capacity, the street would be have more lanes, and when their liking. When a new rush hour would be imminent, the not an existing equilibrium between the spaces of flow and there is need for pedestrian activities, the sidewalks would bollards would go underground and traffic would resume to friction. be wider. This is an option that would deserve consideration. normal. The main question here is: How can sidewalks in this part of Vesterbro be expanded? Problem Definition Proposal My argument is that a widened sidewalk in central Vesterbro Vesterbro with wider sidewalks would boost the street’s possibility of allowing for leisurely walking and consequently because of its cause-effect 30.1 The spaces flow would Current Vesterbro relationship this would improve the street’s social and temporarily become weaker in functional diversity and its visual attraction. This would order for the strengthening of ultimately strengthen Aalborg’s ‘Knowledge and Culture’ the spaces of friction. This in city development strategy, which is in the interest of the Street life turn could bring more street life municipality and quite likely its citizens as well. to Vesterbro. To answer the problem definition we must go through the process of design. High friction High flow

30 Gašper Žemva The Vesterbro Project

Proposal - Current Situation

This is the current condition of Vesterbro between Vingaardsgade Usually there is always available parking space in this part of and Bispensgade. There are three intersections inside the design Vesterbro. When there are bigger city events all parking spaces zone. Let us call them the Gaasepigen (Goose girl), Phoenix and are full. This is also the case on Saturdays and Sundays. Bull intersection. These names come from the landmarks which are located next to these intersections: The Gåsepigen (Goose The main city pharmacy, a design furniture store, instrument Girl) Statue in the intersection with Vingaardsgade, The Phoenix store, art shop and a supermarket are located on the eastern hotel in the intersection with Algade and the Bull statue in the side of the street. On the other side there is a hair salon, a intersection with Bispensgade. restaurant, a gift shop, two banks, the heritage Phoenix hotel. Above the ground floor one can find a restaurant, hotel rooms, The street has three lanes - one southbound and one northbound various offices and apartments. lane. Between them there is a turning lane, which is at the southern part used for southbound traffic turning left, and in the There is a larger flow of people on the eastern side of the street. northern part used for northbound traffic turning to their left. This is because this side is connected with the main pedestrian street Bispensgade and Algade, which also leads to one of the On the eastern side of the street are parking spaces placed most important pedestrian streets in the city. parallel to the street. There is room for eight to nine cars here. 1 It is a short term parking area. Sometimes it is used for delivery The western side of the street is connected to the Gåsepigen vans and trucks , but if there is no space for their parking, then Square and the Jens Bangs Square. The former sees more they use a small side-street on the eastern side of Vesterbro, pedestrians than the latter one. Both have cafes and art 3 next to the Bull intersection. shops. 2 31.1 Looking from the northern part to the southern part of the design zone 400m

Vesterbro 200m

31.2 Looking from the southern to the norther part of the design zone. Photo taken in Phoenix intersection 31.3 Looking from the western to the eastern part of the street 0m

31 Gašper Žemva The Vesterbro Project

Proposal - Visualization - Bollards up

Vesterbro

0m 100m 200m

32 Gašper Žemva The Vesterbro Project

Proposal - Visualization - Bollards down

This visualization presents the functioning of the ‘normal’ and ‘narrowed’ mode of the design. In the normal mode the street functions as today with the exception that the parking spaces on the eastern (left side of the picture) have been eliminated. The emptied space is then consumed by a bike path and an expanded sidewalk.

On the western side (left side of the picture) one of the two southbound lanes is ‘flexible’. This means that at rush hour times it is used as a vehicle lane, while outside rush hours it is used as a cycling lane. During this time the remaining southbound lane would be used by all vehicles. The special status of the lane is marked by red asphalt covering the lane. This should make the arrangement of the street more comprehensible and safe to use.

When bollards come up, the flexible lane can start to be used as a bike lane. Cyclists will be able to start using it because there will be a wide ramp in the curb - which divides the existing bike lane from the flexible lane - on every fifteen meters.

With cyclists on the ‘flexible lane’ pedestrians would be able to use the ‘old’ existing bike lane as an extended sidewalk.

Existing situation

33 Gašper Žemva The Vesterbro Project

Proposal - Current Situation

As stated before this part of Vesterbro has three lanes: one Scale 1:250 southbound, one northbound and one middle turning lane. On the eastern side of the road there is parking space with Motor traffic lane capacity for eight to nine cars. Parking lane 0m

Driving lanes have a width of three metres, and the parking Cycling lane 400m lane has a width of two and half metres. The western sidewalk has a width between two and 1.7 Pedestrian sidewalk metres the adjacent bike lane has one metre. 10m The eastern bike path is wider with more than two metres. This is because it is close to the parking lane and a safety

200m zone is required so that an opening car-door would not hit a passing cyclist. The sidewalk however has only about one

meter of width, which is quite narrow. 20m

The street between the Bull and Phoenix intersection is 127 metres long. Between the Phoenix and Gåsepigen 0m intersection it is 59 metres long. Together the distance 30m between the Bull and Gåsepigen intersection is 186 metres. All intersections are controlled by traffic lights. 1.9m 1m 3.3m 3m 3m 2.5m 2.3m 1.2m 18.2m

Phoenix Intersection

Gåsepigen Intersection Bull Intersection

Vesterbro

Existing bike path Parking lots Scale 1:500 0m 10m 20m 30m

34 Gašper Žemva The Vesterbro Project

Proposal - Bollards Up From 09:00 to 14:00 and whole Saturdays and Sundays The proposed design would eliminate the parking spaces at The eastern sidewalk’s width would expand from 1.2metres the eastern part of the street. If the nearest parking areas Scale 1:250 to 4.2metres would be an increase of 350%. The bike path of Gåsepigen (147 parking places) and Budolfi Place (190 would not require its safety area and its width could be parking places) are taken into account the loss of eight reduced to the standard bike lane width of 1.8 metres. parking spaces creates only a 2.4% reduction their overall 0m numbers (Aalborg Kommune, 2009: 3). The western sidewalk’s width would expand from 2.2 metres to 3.2 metres, but only when the bollards are up. This would The southbound lane on Vesterbro would be closed to be a 146% increase of width. Otherwise the sidewalks motor traffic in times outside rush hours. Users heading retains its current width of 2.2 metres. 10m south would use the remaining southbound lane which is The bike lane’s width would expand from 1 metre to 2.8 usually used as a turning lane. metres because it would take the space of the closed traffic The narrowing of the street would begin in the Bull lane. This would be a 280% increase in the bike lane’s intersection and end in the Gåsepigen intersection. width. When bollards are down the bike path will go back to

20m its current position and its current width. All intersections would continue to be controlled by traffic lights. Motor traffic lane Shop delivery vehicles would use the small side street on the eastern side of Vesterbro. Some delivery vehicles already use Cycling lane this area today, if all existing parking spaces are taken. This 30m Pedestrian sidewalk change would be permanent and independent from the bollard 3.2m 3m 3m 3m 1.8m 4.2m system. 18.2m

Phoenix Intersection

Gåsepigen Intersection Bull Intersection

Bike ramp Existing bike path Driving lane temporarily converted to bike path Space for delivery vehicles Scale 1:500 0m 10m 20m 30m

35 Gašper Žemva The Vesterbro Project

Proposal - Bollards Down From 14:00 to 09:00 on workdays When bollards submerge the street would again function as it does today with the exception of the parking lane, Scale 1:250 which is eliminated. There would be one southbound, one northbound and a middle turning lane. 0m All intersections would continue to be controlled by traffic lights.

The eastern sidewalk’s width would remain expanded from 10m today’s 1.2 metres to 4.2 metres which is still the same increase of 350%. The bike path retains its 1.8 metres.

The western sidewalk and bike lane would return to the same state in which they are today with the sidewalk going 20m from 3.2 metres to 2.2 metres and the bike path going from 2.8 metres to 1 metre. Motor traffic lane Cycling lane 30m Pedestrian sidewalk 2.2m 1m 3m 3m 3m 1.8m 4.2m 18.2m

Phoenix Intersection

Gåsepigen Intersection Bull Intersection

Bike ramp Existing bike path Scale 1:500 0m 10m 20m 30m

36 Gašper Žemva The Vesterbro Project

Proposal - The change between the two ‘modes’

A crucial time for the design is the interchange between the ‘narrow’ When a left turning lane becomes a left and straight going lane the and ‘normal’ mode in Vesterbro. Because bollards are emerging or traffic lights would adapt and show in which directions drivers can submerging there exists a danger of street accidents. turn in any particular lane. When a straight lane becomes a cycling lane, the traffic light above this lane simply turns off. The system of traffic lights would help make a safe transition from the normal to the narrow mode of the street. When bollards would be This system should make the interchange between the two modes coming up, traffic lights on incoming southbound lanes would glow safe and comprehensive for all users of the street. red and by doing so they would keep traffic out of this stretch while bollards continue to rise safely. Northbound traffic would be unaffected Finally with the westernmost lane free of motor traffic, cyclists would by this change and would keep moving. With the southbound lanes be able to see that they can safely move on to the empties lane. But empty, bollards could rise safely without hurting anybody. most likely the initiative for this would have to be made by nearby pedestrians. When they saw that the bike lane shifted onto the now- When bollards start moving up or down they would start blinking empty lane, they would start using the available bike lane next to with their integrated red LED lights. They would also have a sensor them as their sidewalk. system which would pause their movement if there was an object above them. When a rush hour was imminent bollards would start blinking again and the most southern ones would start submerging. The submerging Additionally traffic lights in the southbound lanes in the Gåsepigen of bollards would continue northwards, making sure that no trap or and Phoenix intersection would have to be flexible in order to adapt dangerous situation was created for car users This would stimulate to the change of the usage of lanes. With LED technology this should cyclists to come back to the ‘old’ cycle path. And finally the street not be a difficult task to achieve. would function again as it does today.

Phoenix Intersection

Gåsepigen Intersection

Bull Intersection

No scale Emptied lane during interchange period Lane with red light Lane with green light Driving lane temporarily converted to bike path Existing bike path 0m 10m 20m 30m

37 Gašper Žemva The Vesterbro Project

Proposal - Sections (Scale 1:50)

Proposed section (bollards up)

0.3m 1.9m 1.0m 0.3m 2.7m 0.3m 3.0m 3.0m 0.3m 1.5m 3.9m

Existing section

0.4m 1.9m 1.0m 3.3m 3.0m 3.0m 2.5m 1.9m 1.2m

Existing cobblestones Asphalt Existing curb stones Retractable bollard

Existing pavement slabs Proposed pavement stones Proposed curb stones 0m 1m 2m 3m

The proposed design retains all existing pavement material where possible. This is because all existing material is still in good shape and there is no need for replacing it.

38 Gašper Žemva The Vesterbro Project

Proposal - Materials

Red asphalt Retractable bollards Pavement stones Curb stones Red asphalt would be used in order to make clear where Bollards would be fitted with red LED lights which would Such pavement stones are already used in the reconstructed Such curb stones are already used in the reconstructed the special ‘flexible’ lane is. All lanes which would use red blink when they are submerging or emerging. They would Bull intersection and in the pedestrian Bispensgade street. Østerågade street in Aalborg. Their colour shifts between asphalt as their surface would temporarily shift between also be fitted with signs showing that a driving lane was Their colour shifts between light red and blue. They are light red and blue and they fit it with other pavement stones vehicle users and cyclists. This is a measure that would converted into a cycling lane. quite suitable for sidewalks because they would help create used in the city. Their width permits the creation of ramps, try to prevent accidents on Vesterbro by trying to make the They would be controlled by a computer system, which would an image of a well maintained outdoor space. which are crucial for the safety of cyclists. There would be special status of the lane as clear as possible. Additionally, bring them up or down at predefined times. Additionally all of two metre wide ramps on every fifteen metres on Vesterbro. during the times when bollards are up, it will signal where them would submerge in cases when emergency vehicles They would be used only where sidewalks would be This is because when bollards start submerging it will be cyclist are safe to cycle and motorists are not. Further on the have to pass and they could also be brought up if there was permanently or temporarily expanded. The existing stones vital that all cyclist abandon the temporal bike lane they are colour of the asphalt relates to the cor-Ten steel bollards, the a special event on the street. covering today’s sidewalks are in good shape and it would using and head back to the ‘old’ bike lane. These ramps are reddish pavement stones and the red brick facades which They would be made of Cor-ten steel. This is because be wasteful to replace them. It is necessary that there is no important for the flexibility of cyclists. are the most often used facade on Vesterbro. weathered metal would fit in nicely with the surrounding height difference between the old and new material. brick facades on Vesterbro and the red asphalt of the These stones would be used on both the western and ‘flexible lane’. Additionally such bollards are already used To ensure pedestrian safety, these new pavement stones eastern part of the road. The two meter wide bike ramps in Østerågade which means that a clear image of the city’s would not be placed on the part of the street were the bike would be placed only on the western part of the road. urban furniture could be retained. lane temporarily becomes a sidewalk. When bollards are submerged cyclists and pedestrians must see which lane they can use. But when bollards are up, pedestrians will not care whether they are walking on asphalt or stones until there is no height distance between them. Such a case can be observed on a disused bike lane in central Aalborg, where pedestrians are not aware that they are using it.

39 Gašper Žemva The Vesterbro Project

Conclusion

With the heavy amounts of traffic there are few other op- It is important that all meaningful social activities, intense walking. This would in effect improve the street’s social and tions to stimulate the development of the current ‘knowl- experiences, conversations, and caresses take place when functional diversity and its visual attraction. The possibility edge and culture’ city development strategy in Vesterbro people are standing, sitting, lying down, or walking. One for leisurely walking, social and functional diversity and vis- without bypassing its heavy motor traffic flows. Perhaps a can catch a brief glimpse of others from a car or from a train ual attraction all help strengthen the Municipality’s ‘knowl- bypass would be an easy, but costly solution to create a window, but life takes place on foot. Only on ‘‘foot’’ does a edge and culture’ city development strategy. Therefore such more receptive environment for Vesterbro traffic lane reduc- situation function as a meaningful opportunity for contact development would be in the interest of the Municipality, its tions. But as mentioned, a bypass with a new bridge across and information in which the individual is at ease and able to vision and quite likely its citizens as well. the Limfjord is still being heavily discussed by authorities. take time to experience, pause, or become involved (Gehl, Therefore we are left with the heavy traffic on Vesterbro. 2006: 72). The design described above would help transfer places of It is necessary to repeat why are good pedestrian conditions flows to places of friction, where the opportunities for con- so important for the functioning of the ‘knowledge and tact, exchange, experience and participation, which Gehl culture’ city development concept, which aims for a ‘‘diverse, mentions, occur. eventful city with active urban life, great variation of attraction It is quite likely that widened sidewalks in central Vesterbro and sensory impressions’’ (Kiib, 2007: 26). Gehl explained:’’ would boost the street’s possibility of allowing for leisurely

42.1&2 The Aalborg Carnival is one of the most popular events happening once a year in central Aalborg. The parade goes along Vesterbro, where motor traffic is temporarily suspended

40 Gašper Žemva The Vesterbro Project

Appendix - Traffic Counts

To plan changes to intersections on Vesterbro a traffic was kindly supplied by the Municipality of Aalborg. Their Saturdays and was lightest on Sundays. This information place. They helped make conclusions on how do the gained analysis had to be made to make sure that the traffic situation traffic counts were made on the northern point of the Limfjord enabled setting the times for when Vesterbro would have results fit into the broader traffic situation in Vesterbro. would not spin out of control. The analysis was made by bridge and on the southern end of Vesterbro. Seeing the more and less traffic capacity. The previously stated rush combining municipal traffic counts with traffic counts on site traffic numbers a few conclusions could be made. First, the hour times on working days between 07:00 to 09:00 and and with the help of a computer programme DanKap, issued amount of vehicles per hour was similar in every working 14:00 to 17:00 would be the time when the street has to by Vejdirektoratet, the Danish Road Directory. day. On the Limfjord Bridge count there were two distinct enable a large traffic capacity. First of all, it had to be seen how does the amount of vehicles rush hours reaching their peaks between 07:00 to 08:00 Furthermore the municipal traffic counts acted as a context change per hour and per day in one week. This information and 15:00 to 16:00. Further on traffic was not as heavy on when manual traffic counts on specific intersections took

3000 1800 1600 2500 1400 2000 1200 1000 1500 800 Saturday Saturday 1000 600 Sunday Sunday 400 500 Average Workday Average Workday Proposed ‘narrow 200 Proposed ‘narrow mode’’ on central mode’’ on central 0 Vesterbro 0 Vesterbro 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 ------00:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00

0m 100m 200m

41 Gašper Žemva The Vesterbro Project

Appendix - Gåsepigen intersection - Today/Bollards down

Taking the traffic counts an intersection. Traffic lights control these phases. Phases percent of cases. Traffic counts were taken on four intersections, all of which come in various combinations. But usually it goes that if The most important result is the lane’s capacity usage. Gåsepigen Intersection were later on considered in the design phase. Only two an intersection has two phases it means, for example, that Below 85% is a good result, above 85% traffic can slow Duration: 10 minutes, beginning at 12:36 on Monday the 17.th of them were changed as the results of the traffic counts traffic going northwards would have a green light in phase down and create queues (Bro, 2009), while above 100% of May 2009 proved vital for the delimitation of the design area. one, while in phase two it would have a red light. After this the lane’s capacity is exceeded, and queues are inevitable. The process of counting traffic was made of standing in the phase the sequence or signal cycle would repeat itself We shall start with the southern intersection of Gåsepigen The traffic count was made in between the two rush hour intersection and counting traffic issuing from a street for and the green light would come on. Therefore a phase is a (or Goose Girl). peaks, showing how the intersection would be affected if one ten minutes. All traffic heading into all directions on every combination of traffic lights which organize traffic flow within lane was closed down. separate lane would have to be counted in ten minutes. This an intersection. A phase is a part of a broader signal cycle, The traffic analysis showed that in the existing intersection does not mean that the whole intersection was considered which repeats itself once it is completed. there are moderate traffic flows in all directions except from in only ten minutes. To make things easier, only traffic which Vingaardsgade to Vesterbro because this is a bus-only lane. was issuing from one street was counted during this ten When all data was assembled it was transferred into the The intersection is controlled by traffic lights which create minute period. This means that to consider a three street computer programme DanKap, issued by the Danish Road three phases. The highest capacity usage per lane is from intersection, ten minutes would be required for each street Directorate. The programme demands these data: the south Vesterbro to Vingaardsgade with 78%, followed by north and this would bring the total time of traffic counting up to amount of traffic counting time, the amount of all vehicle Vesterbro going south with 58%. All other lanes are have their thirty minutes. types per traffic lane, the phases the intersection produces, capacity usage under 46%. Thus the intersection experiences If the street had more lanes, directions would be noted time between the intervals, pedestrian and bicycle flows and moderate traffic even during off-peak hours. according to lanes the vehicles took. Vehicles were divided the speed limit. These are the basic data the programme into cars and vans, trucks and busses, long trucks and requires to produce results but more data can be still motorbikes. When traffic issuing from all branches of inserted. the intersection was done it was important to note how The programme makes a calculation on how much of a the intersection functioned. This was done by analysing traffic lane’s capacity is used, the average waiting time it intersection phases. takes to get through the intersection and how many cars Intersection phases are intervals of green and red lights on would be lined up before an intersection in less then five 58% 22% Used capacity: Used capacity: Cars & Vans: 44 Cars & Vans: & busses: 1 Trucks Motorbikes: 1 Northern Vesterbro Cars & vans: 114 & busses: 6 Trucks Motorbikes: 1

BUS Busses: 1 Used capacity: only <10% Vingaardsgade Phase 1 Phase 2 (busses only) 46% 78% Used capacity: Used capacity: Southern Vesterbro

Cars & vans: 96 & busses: 6 Trucks Motorbikes: 2 Phase 3 Cars & Vans: 25 Cars & Vans:

Traffic lane layout in the existing intersection Amount of vehicle types per traffic lane Phases in the intersection Capacity usage per traffic lane in the existing intersection

42 Gašper Žemva The Vesterbro Project

Appendix - Gåsepigen intersection - Bollards up

The Narrowed Gåsepigen intersection With the street in the proposed ‘‘narrow mode’’ one north Vesterbro lane heading south would be taken out of use, with the remaining lane handling all directions. With the same amount of traffic, this lane would see its capacity usage rise to 85% which could be problematic. The south Vesterbro lane turning to Vingaardsgade would see its capacity usage fall from to 76% to 38% while the other lane heading north would rise from 46% to 106% meaning that it exceeded its capacity. The south Vesterbro lane heading north would see its capacity usage fall to 38% from 46%. The organization of the intersection would remain controlled by three phases as today. When bollards would be submerged the intersection would function as today.

The analysis shows that temporarily eliminating one traffic lane would have a strong effect on the traffic passing from north to south Vesterbro and back. The amount of cars heading north from Vesterbro would be a little too high for the traffic lane to handle at once. But the exceeded traffic capacity is not so problematic that it would prevent the design from being implemented in this intersection. 85% Used capacity: Northern Vesterbro Cars & Vans: 44 Cars & Vans: & busses: 1 Trucks Motorbikes: 1 Cars & vans: 114 & busses: 6 Trucks Motorbikes: 1

Used capacity: Busses: 1 Vingaardsgade Phase 1 Phase 2 <10% (busses only) 38% 106% Used capacity: Used capacity: Southern Vesterbro

Cars & vans: 96 & busses: 6 Trucks Motorbikes: 2 Phase 3 Cars & Vans: 25 Cars & Vans: Proposed ‘‘narrow’’ intersection layout Amount of vehicle types per traffic lane in the ‘‘narrow’’ intersection Phases in the proposed ‘‘narrow’’ intersection Capacity usage per traffic lane in the ‘‘narrow’’ intersection

43 Gašper Žemva The Vesterbro Project

Appendix - Phoenix intersection - Today/Bollards down

Phoenix Intersection Duration: 10 minutes, beginning at 12:06 on Monday the 17.th of May 2009

The traffic count was also made in between the two rush hour peaks, showing how the intersection would be affected if one lane was closed down. The traffic analysis showed that in the existing intersection there are moderate traffic flows in all directions except into Aalgade which is a one way street. The intersection is controlled by traffic lights which create two phases. The highest capacity usage per lane is from Algade to south Vesterbro and north Vestrbro with 60% each. The south Vestebro lane heading north sees 51% capacity usage and the two north Vesterbro lanes heading south see 23% capacity usage each. This means that the intersection does not carry very heavy traffic during off-peak hours. 23% 23% Used capacity: Used capacity: Northern Vesterbro Cars & vans: 118 & busses: 2 Trucks Motorbikes: 2

Cars & vans: 34 Used capacity: 60% Aldgade Phase 1 Phase 2 Cars & vans: 35 Used capacity: 60% 51% Southern Vesterbro Used capacity: Cars & vans: 99 & busses: 7 Trucks Motorbikes: 2 Existing intersection layout Amount of vehicle types per traffic lane Phases in the existing intersection Capacity usage per traffic lane in the existing intersection

44 Gašper Žemva The Vesterbro Project

Appendix - Phoenix intersection - Bollards up

The Narrowed Phoenix intersection With the street in the proposed ‘‘narrow mode’’ one north Vesterbro lane heading south would be taken out of use along its entire length, with the remaining lane handling the only remaining direction. With the same amount of traffic, the remaining lane would see its capacity usage rise from 23% to 46%. The south Vesterbro lane heading north and both Algade lanes would keep their current usage capacity. The organization the intersection would remain controlled by two phases as today. When bollards would be submerged the intersection would function completely as today. The analysis show that narrowing down this intersection during off-peak times would not have severe effects on this intersection, which means that the design can be implemented on this intersection. 46% Used capacity: Northern Vesterbro Cars & vans: 118 & busses: 2 Trucks Motorbikes: 2

Used capacity: Cars & vans: 34 Aldgade 60% Phase 1 Phase 2 Used capacity: Cars & vans: 35 60% 51% Southern Vesterbro Used capacity: Cars & vans: 99 & busses: 7 Trucks Motorbikes: 2 Proposed ‘‘narrow’’ intersection layout Amount of vehicle types per traffic lane in the ‘‘narrow mode’’ Phases in the proposed ‘‘narrow’’ intersection Traffic lane capacity usage of proposed ‘‘narrow’’ design

45 Gašper Žemva The Vesterbro Project

Appendix - Bull intersection - Today/Bollards down

The Bull Intersection Duration: 10 minutes, beginning at 11:45 on Tuesday the 18.th of May 2009

The traffic count was made in between the two rush hour peaks, showing how the intersection would be affected if one lane was closed down. The traffic analysis showed that in the existing intersection there are moderate traffic flows running in a north-south direction on Vesterbro. The Northbound lane has 40% usage and the southbound lane has 87%. Lanes from south and north Vesterbro turning to Urbansgade are both little used with 16%. However Urbansgade already exceeds its traffic capacity with 105% on its left turning lane. Its right turning lane sees less than 10% capacity usage. The intersection is controlled by traffic lights which create three phases. This means that there already are congestion problems even at off-peak times on Vesterbro. Problematic are the southbound Vesterbro lane and the left turning Urbansgade lane. Along with other factors this fact acts as a deterrent from implementing the design at this intersection. 87% 16% Used capacity: Used capacity: Northern Vesterbro Cars & vans: 13 & busses: 1 Trucks Cars & vans: 127 & busses: 7 Trucks Heavy trucks: 1 Motorbikes: 1 Urbansgade

Cars & vans: 19 Phase 1 Phase 2 Used capacity: 105% Cars & vans: 18 Used capacity: <10% 16% 40%

Southern Vesterbro Phase 3 Used capacity: Used capacity: Cars & vans: 19 Cars & vans: 11 & busses: 5 Trucks Motorbikes: 3 Existing intersection layout Amount of vehicle types per traffic lane Phases in the existing intersection Capacity usage per traffic lane in the existing intersection

46 Gašper Žemva The Vesterbro Project

Appendix - Bull intersection - Bollards up

The narrowed Bull Intersection With the street in the proposed ‘‘narrow mode’’ one north Vesterbro lane heading south would be taken out of use, with the remaining lane handling the remaining traffic. With the same amount of traffic, the remaining lane would see its capacity usage rise from 87% to 99%. Queues are bound to happen here. The south Vesterbro lane heading to Urbansgade would see its usage rise from 16% to 17%, while the northbound lane would see its usage unchanged. However Urbansgade would see its capacity usage unchanged, which means the existing problems would not get solved. The organization the intersection would remain controlled by three phases as today. The analysis show that narrowing down this intersection during off-peak times would worsen Vesterbro’s traffic situation by deepening traffic problems on Urbansgade and southbound Vesterbro. This fact contributed to the dismissing of the design on this intersection and further up north from it. 99% Used capacity: Northern Vesterbro Cars & vans: 13 & busses: 1 Trucks Cars & vans: 127 & busses: 7 Trucks Heavy trucks: 1 Motorbikes: 1 Urbansgade

Phase 2 Cars & vans: 19 Phase 1 Used capacity: 105% Used capacity: Cars & vans: 18 <10% 17% 40%

Southern Vesterbro Phase 3 Used capacity: Used capacity: Cars & vans: 19 Cars & vans: 11 & busses: 5 Trucks Motorbikes: 3 Proposed ‘‘narrow’’ intersection layout Amount of vehicle types per traffic lane in the ‘‘narrow mode’’ Phases in the proposed ‘‘narrow’’ intersection Traffic lane capacity usage of proposed ‘‘narrow’’ design

47 Gašper Žemva The Vesterbro Project

Appendix - Borgergade intersection - Today/Bollards down

The Borgergade Intersection The intersection is controlled by traffic lights which create two Duration: 10 minutes, beginning at 13:05 on Friday the 22.th phases. There are no traffic problems at off-peak times on of May 2009 Vesterbro but eastern Borgergade is near its critical capacity usage levels. This fact acts as a deterrent from implementing The traffic count was made in between the two rush hour the design at this intersection. peaks, showing how the intersection would be affected if one lane was closed down. The traffic analysis showed that in the existing intersection there are moderate traffic flows running in a north south direction on Vesterbro and heavy flows running in an east- west direction on Borgergade. Also lane capacity usage on Vesterbro is generally smaller then on Borgergade. Lanes on Vesterbro running straight have 39-53% capacity usage with left-turning lanes having 13% and 12% usage. Both eastern Borgergade lanes have usage of 84% and 90% opposed to 39% and 59% of western Borgergade. North Vesterbro has one southbound lane and one bus- only lane heading to eastern Borgergade. No cars may turn to western borgergade. Also no cars may turn from western Borgergade northwards.

BUS only 53% 12% Used capacity: Used capacity: Northern Vesterbro

Cars & vans: 14 Cars & vans: 1 & busses: 4 Trucks Cars & vans: 120 & busses: 4 Trucks Trucks & busses: 3 Western Used capacity: Cars & vans: 15 Borgergade Cars & vans: 21 90% Trucks & busses: 1 Trucks & busses: 4 Used capacity: Used capacity: Cars & vans: 32 Motorbikes: 2 39% 84% Eastern Used capacity: Cars & vans: 22 Borgergade 59% 13% 40% 39% Used capacity: Used capacity: Used capacity: Southern Vesterbro Cars & vans: 8 Cars & vans: 115 & busses: 2 Trucks Motorbikes: 5 Cars & vans: 36 & busses: 2 Trucks Existing intersection layout Amount of vehicle types per traffic lane Phases in the existing intersection Capacity usage per traffic lane in the existing intersection

48 Gašper Žemva The Vesterbro Project

Appendix - Borgergade intersection - Bollards up

The narrowed Borgergade Intersection The organization the intersection would remain controlled by With the street in the proposed ‘‘narrow mode’’ two outermost two phases as today. north and south Vesterbro lanes would be taken out of use, The analysis show that narrowing down this intersection during with the remaining lanes handling all the traffic. This would off-peak times would have a severe effect on traffic coming have certain implications on the remaining lanes. from eastern Borgergade, while western Borgergade will be The remaining southbound north Vesterbro lane would see its less affected. Otherwise Vesterbro’s remaining lanes usage capacity usage unchanged, while the south Vesterbro’s middle would not significantly increase. The severeness of the traffic lane’s usage would rise from 40% to 73%, and its left turning deterioration on Borgergade is a sufficiently strong argument lane fall from 13% to 12%. to dismiss the proposed design on this part of Vesterbro. Capacity usage on eastern Borgergade would rise from 84% and 90% and to 107% and 126% which means that these It must be noted that the same results would be made if the lanes exceed their capacity. Western Borgergade’s lane’s north Vesterbro lane organization remained as it is today, that would see their capacity usage rise from 59% and 39% to 79% is with one southbound and one bus lane heading east, and and 48%. two lanes heading for the opposite direction, north. Therefore this intersection cannot receive even minor changes to its traffic organization. 53% Used capacity: Northern Vesterbro

Cars & vans: 14 Cars & vans: 1 & busses: 4 Trucks Cars & vans: 120 & busses: 4 Trucks Trucks & busses: 3 Western Used capacity: Cars & vans: 15 Borgergade Cars & vans: 21 126% Trucks & busses: 1 Trucks & busses: 4 Phase 1 Phase 2 Used capacity: Used capacity: Cars & vans: 32 Motorbikes: 2 48% 107% Eastern Used capacity: Cars & vans: 22 Borgergade 79% 12% 74% Used capacity: Used capacity: Southern Vesterbro Cars & vans: 8 Cars & vans: 115 & busses: 2 Trucks Motorbikes: 5 Cars & vans: 36 & busses: 2 Trucks Proposed ‘‘narrow’’ intersection layout Amount of vehicle types per traffic lane in the ‘‘narrow mode’’ Phases in the proposed ‘‘narrow’’ intersection Traffic lane capacity usage of proposed ‘‘narrow’’ design

49 Gašper Žemva The Vesterbro Project

References

Literature Aalborg Kommune, Agerholm N., 2009, Parkeringsstrategi: 3-4 Christensen, P. B., Topholm, J., 1990, Aalborg under stillstand og fremgang fra 1814 til 1970, Aalborg Kommune, Aalborg: 222, ISBN: 87-982530-5-0 Danielsen, C. B., Jensen, O. M., Kiib, H., Marling, G., 2004, Urban Lifescape, Aalborg University Press, Aalborg: 11-29, ISBN: 87-73076-87-2 Gehl, J., 2006, Life Between Buildings, The Danish Architectural Press: 34, 72, 77, ISBN: 87-7407-360-5 Guiton, J., Guiton, M., 1999, The ideas of Le Corbusier on architecture and urban planning, Braziller, New York: 94-135, ISBN: 978-08-0761-005-3 Jacobs, A. B., 1993, Great Streets, Massachusetts Institute of Technology: 271-314, Massachusetts, ISBN: 0-262-10048-7 Jacobs, J., 1992,The Death and Life of Great American Cities, Vintage Books, New York, ISBN: 0-679-74195-X Kiib, H., 2007, Harbourscape, Aalborg University Press, Aalborg: 25-32, ISBN: 978-87-7307-790-0 Larice, M., Macdonald, E., 2007 Urban Design Reader, Routledge, New York: 43-53 ISBN: 978-0-415-33386-3 Miljoministeriet Skov- og Naturstyrelsen, Aalborg Kommune, 1994, Kommuneatlas Aalborg Syd, Aalborg Kommune, Aalborg: 9-12 ISBN: 87-60138-81-5 Morsing Nielsen L., 2006, Moderne Gennembrud i Aalborg i 1930erne, Aalborg: 12 Vagnby B., 2005, Town Centre Redevelopment Strategies: A Retrospective View of Danish Experiences, Aalborg University, Aalborg, ISBN: 87-90893-95-6 Traffic counts on page 37 were kindly provided by Hanne Myrup from the Municipality of Aalborg

Websites Aalborg Municipality - http://www.aalborgkommune.dk/Borgerportal/engelsk/default.htm Aalborg parking strategy - http://www.aalborgkommune.dk/borgerportal/applikationer/teknisk/Diverse/Parkeringsstrategi_net.pdf AutoCAD blocks - http://www.cben.net Branding Aalborg - http://www.brandingaalborg.dk Facts about Aalborg - http://www.aalborg.dk Lecture of Richard Florida on YouTube - http://www.youtube.com/watch?v=khQ9BaXZAjM Maps - http://www.maps.live.com Planned speeds in Aalborg - http://www.aalborgkommune.dk/Borgerportal/Serviceomraader/Trafik+og+veje/Planer+og+rapporter/Hastighedsplan.htm Population in Denmark - http://www.nationalbanken.dk/C1256BE9004F6416/side/Monetary_Review_1_Quarter_2000/$file/s49.gif

Pictures 4.4 Retrieved from http://www.ess.co.at/SUTRA/CITIES/aalborg.jpg on 20.04.2009 4.6 Retrieved from Google Earth on 20.04.2009 7.1 Retrieved from htto://www.maps.live.com on 20.03.2009 7.4 Retrieved from htto://www.maps.live.com on 20.03.2009 7.6 Retrieved from http://static.panoramio.com/photos/original/7811835.jpg on 05.05.2009 9.3 Retrieved from http://www.brandingaalborg.dk/logoer.htm on 20.04.2009 11.1 Miljoministeriet Skov- og Naturstyrelsen, Aalborg Kommune, 1994, Kommuneatlas Aalborg Syd, Aalborg Kommune, Aalborg, ISBN: 87-60138-81-5 page 9 11.2 Miljoministeriet Skov- og Naturstyrelsen, Aalborg Kommune, 1994, Kommuneatlas Aalborg Syd, Aalborg Kommune, Aalborg, ISBN: 87-60138-81-5 page 11 11.3 Miljoministeriet Skov- og Naturstyrelsen, Aalborg Kommune, 1994, Kommuneatlas Aalborg Syd, Aalborg Kommune, Aalborg, ISBN: 87-60138-81-5 page 12 11.4 Christensen, P. B., Topholm, J., 1990 Aalborg under stillstand og fremgang fra 1814 til 1970, Aalborg Kommune, Aalborg, page 222 All other photos taken by Gašper Žemva

Interviews Bo Vagnby, 16. 02. 2009 Hans Kiib, 21. 04. 2009

Computer programmes DanKap by Vejdirektoratet Google Earth by Google Inc.

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